HomeMy WebLinkAboutItem 6.1 DublinPleasantonBART -2r-•
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The remaining number of home -based trips to the proposed station are expected to be from commuters
already using I -580. This East Dublin/Pleasanton BART Station diversion and freeway diversion
t results in a reduction of trips at some of the intersections and an addition of trips to others.
,5L 7
The proposed BART work -based trips were assigned to the roadway network based on locations of
work places within Pleasanton. It should be noted that some work -based trips would be diverted to
the proposed BART Station, but they were not subtracted from the local roadway system because of
their small number.
The trip distribution and assignment for the proposed office were generated by the 1998 Pleasanton
Traffic Model (City of Pleasanton, June 1999). The proposed project on the Pleasanton side is located.
within Traffic Analysis Zone (TAZ) 4 of the 1998 Pleasanton Traffic Model. The office trip
distribution assumptions are shown on Exhibit 4.5 -16. Exhibit 4.5 -17 illustrates the resulting peak
hour turning movement volumes for the Existing plus Approved Projects plus Project scenario with
the West Las Positas interchange.
i Results of Level of Service Analysis
Impact City of Pleasanton Intersections - Existing Plus Approved Projects Plus
Project Scenario. Under the Existing plus Approved Projects plus Project
4.5 -3
scenario without the West Las Positas interchange, three intersections would
operate unacceptably. These intersections include Hopyard Road /Stoneridge
r Drive (No. 313), Stoneridge Mall RoadlStoneridge Drive (No. 345), and 1-680
Southbound Ramps /Stoneridge Drive (No. 346). With the implementation of
planned future improvements and anticipated City improvements, the Hopyard
Road /Stoneridge Drive and I -680 Southbound Ramps/Stoneridge Drive
intersections would operate acceptably. However, the Stoneridge Mall
RoadlStoneridge Drive intersection would continue to operate unacceptably with
the contribution of project traffic. With the construction of the West Las Positas
interchange, this intersection would continue to operate unacceptably with the
contribution of project traffic. The unacceptable operation of this intersection
would be considered a significant traffic impact.
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The forecasted traffic volumes illustrated in Exhibit 4.5 -17 were analyzed to determine intersection
levels of service under the Existing plus Approved Projects plus Project scenario with and without the
West Las Positas interchange. Without the West Las Positas interchange, nine of the 12 study
intersections would continue to operate at acceptable levels of service. The intersections of Hopyard
Road /Stoneridge Drive (No. 313), Stoneridge Mall Road /Stoneridge Drive (No. 345), and I -680
Southbound Ramps /Stoneridge Drive (No. 346) are projected to operate unacceptably.
San Francisco Bay Area Rapid Transit District
West Dublin /Pleasanton BART Station and Transit Village 4.5 -49
WAW
Transportation /Circulation
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With construction of the interchange, only the intersection of Stoneridge Mall Road /Stoneridge Drive
(No. 345) is projected to operate at an unacceptable level of service.
The following is a summary of the intersections that are projected to operate unacceptably under
Existing plus Approved Projects plus Project conditions:
• Hopyard Road /Stoneridge Drive (No. 313) - Without the West Las Positas interchange, this
signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour
whether or not the proposed project is developed. The project would increase the v/c ratio at
the intersection by 0.01, which is less than the 0.02 threshold. Therefore, the project would not
significantly affect the intersection.
As under the Existing plus Approved Projects scenario, this intersection is projected to operate
acceptably at LOS D with the interchange. The West Las Positas Citizens' Committee is
currently studying alternative mitigation measures to this interchange. The anticipated City
improvements described previously in this section would mitigate conditions without the West
Las Positas interchange to acceptable levels of service.
• Stoneridge Mall Road /Stoneridge Drive (No. 345) - With or without the West Las Positas
interchange, the level of service at this signalized intersection is projected to deteriorate to an
unacceptable LOS E during the a.m. peak hour with the development of the proposed project.
Therefore, the project is considered to significantly impact this intersection under the near -term
future conditions.
• I -680 Southbound Ramps /Stoneridge Drive (No. 346) - Without the West Las Positas
interchange, this signalized intersection is projected to operate unacceptably at LOS E during
the a.m. and p.m. peak hours whether or not the proposed project is developed. With the
planned future improvement (off ramp restriping), the intersection is expected to operate
acceptably during the a.m. peak hour, but would continue to operate unacceptably during the
p.m. peak hour as under the Existing plus Approved Projects scenario. Considering the planned
improvement, the project would not increase the v/c ratio during this peak hour. Therefore,
the project is not considered to significantly affect the intersection under the near -term future
conditions.
As under the Existing plus Approved Projects scenario, this intersection is projected to operate
acceptably at LOS D with the interchange. The West Las Positas Citizens' Committee is
currently studying alternative mitigation measure to this interchange. The implementation of
ra.
EDAW San Francisco Bay Area Rapid Transit District
Transportation /Grculotion 4.5-52 West Dublin /Pleasanton BART Station and Transit Village
71
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the planned off ramp restriping previously described in this report and the anticipated City
improvement described above (widening the westbound Stoneridge Mall Road approach)
would mitigate conditions without the West Las Positas interchange to acceptable levels of
service.
Table 4.5 -9 presents a summary of peak hour levels of service at the study intersections under both the
f., Existing plus Approved Projects and Existing plus Approved Projects plus Proposed Project scenarios.
Level of service worksheets are provided in Appendix B.
PLEASANTON SITE ACCESS AND CIRCULATION
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L4.5 ct
Pleasanton Parcel Access and Circulation. Access to the Pleasanton parcel
& would be from two driveways located on Stoneridge Mall Road. Based on the
4
level of service analysis, vehicles exiting the project driveways onto Stoneridge
Mall Road would experience long delays. In addition, the shared project
driveway would meet the Caltrans peak hour volume signal warrant. This would
be considered a significant project impact.
Access to the Pleasanton parcel would be from two driveways located on Stoneridge Mall Road. The
northwest -most driveway would serve the proposed BART Station. This driveway would allow all
L right- and left -turn movements (full access). A total of six driveways serving the Stoneridge Mall are
located opposite the project frontage. The mall driveways are one -way alternating between exit and
entry. The BART Station driveway would align with the closest mall driveway permitting inbound left
turns. This is not expected to result in potential conflicts between vehicles making eastbound left.turns
into the BART Station driveway and vehicles making westbound left turns into the mall driveway.
The second driveway, which is an existing driveway to be shared with the Stoneridge Corporate Plaza
office development immediately east of the project site, would serve the proposed office. This shared
driveway would allow all right- and left -turn movements. A major full- access driveway serving the
t Nordstrom store in the Stoneridge Mall is located opposite this shared project driveway. The current
depth of this driveway is approximately 200 feet, at which point perpendicular parking for the
Stoneridge Corporate Plaza begins. The drive aisle to the proposed office is located 200 feet from
Stoneridge Mall Road.
To determine traffic operating conditions on Stoneridge Mall Road at the two project driveways, a level
of service analysis was conducted evaluating the driveways as unsignalized intersections under the
Existing plus Approved Projects plus Project scenario.
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San Francisco Bay Area Rapid Transit District
EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.5 -53 Transportation /Circulation
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EDAw
Transportation /Circulation
Son Francisco Bay Area Rapid Transit District
4.5 -54 West Dublin /Pleasanton BART Station and Transit Village
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TABLE 4.5 -9
PLEASANTON PEAK HOUR INTERSECTION LEVELS
OF SERVICE-
EXISTING PLUS APPROVED PLUS PROPOSED PROJECT
SIGNALIZED INTERSECTIONS
Existing + Approved
Existing + Approved + Project
A.M. Peak Hour
P.M. Peak Hour
A.M. Peak Hour
P.M. Peak Hour
ID
Intersection
Y/c
LOS
I Y/c
LOS
v/c
LOS
v/c
LOS
302
FoothillRoad/Canyon Way
0.66
B
0.86
D
0.69
B
0.87
D
with Planned Improvement
0.62
B
0.82
D
0.64
B
0.83
D
304
Foothill Road/Stoneridge Drive
0.40
A
0.44
A
0.40
A
0.44
A
313
Hopyard Road/Stoneridge Drive
0.84
D
0.92
E
0.85
D
0.93
E
with Planned Improvement
0.73
C
0.86
D
0.75
C
0.87
D
344
Springdale Avenue / Stoneridge Drive
0.44
A
0.66
B
0.46
A
0.67
B
345
Stoneridge Mall Road/Stoneridge Drive
0.86
D
0.82
D
0.93
E
0.84
D
- MITIGATED 1 FREE WB RT LANE
0.34
A
0.77
C
346
I -680 SB Ramps / Stoneridge Drive
0.93
E
0.99
E
0.96
E
0.98
E
with Planned Future Improvement
0.85
D
0.91
E
0.87
D
0.91
E
with City Initiated Improvement
0.81
D
0.85
D
0.84
D
0.87
D
347
I -680 N0.72B Ramps / Stoneridge Dr.
0.85
D
0.88
D
0.84
D
0.90
D
348
Johnson Drive / Stoneridge Drive
0.71
C
0.86
D
0.70
B
0.86
D
349
Denker Drive / Stoneridge Drive
0.84
D
0.89
D.
0.85
D
0.89
D
392
Stoneridge Mall Road/Canyon Way
0.41
A
0.44
A
0.44
A
0.45
A
901
San Ramon Rd/I -580 WB Ramps
0.75
C
0.86
D
0.76
C
0.87
D
903
Foothill Road/I -580 EB Ramps
0.74
C
0.83
D
0.75
C
0.84
D
UNSIGNALIZED INTERSECTIONS - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE
Existing
+
Approved
Existing
+ Approved
+ Project
ID
Intersection
AM. Peak
Hour
P.M. Peak
Hour
A.M. Peak
Hour
PA Peak
Hour
Y/C
LOS
V/C
LOS
V/C
LOS
I Vic
LOS
302
FoothillRoad /Canyon Way
0.66
B
0.86
D
0.69
B
0.87
D
with Planned Future Improvement
0.62
B
0.82
Dd
0.65
B
0.83
D
304
Foothill Road/Stoneridge Drive
0.37
A
0.41
A
0.38
A
0.42
A
313
Hopyard Road/Stoneridge Drive
0.71
C
0.86
D
0.73
C
0.86
D
344
Springdale Avenue / Stoneridge Drive
0.44
A
0.66
B
0.46
A
0.67
B
345
Stoneridge Mall Road / Stoneridge Dr.
0.86
D
0.82
D
0.93
E
0.85
D
- MITIGATED 1 FREE WB RT LANE
0.34
A
0.76
C
346
I -680 SB Ramps / Stoneridge Drive
0.88
D
0.89
D
0.90
D
0.89
D
with Planned Future Improvement
0.79
C
0.86
D
0.83
D
0.85
D
347
I -680 NB Ramps / Stoneridge Dr..
0.72
C
0.82
D
0.75
C
0.85
D
348
Johnson Drive / Stoneridge Drive
0.61
B
0.81
D
0.61
B
0.80
C
349
Denker Drive / Stoneridge Drive
0.74
C
0.82
D
0.74
C
0.82
D
392
Stoneridge Mall Road /Canyon Way
0.41
A
0.44
A
0.44
A
0.45
A
901
San Ramon Rd/I -580 WB Ramps
0.75
C
0.86
D
0.76
C
0.87
D
903
Foothill Road/I -580 EB Ramps
0.74
C
0.83
D
0.75
C
0.84
D
Note:
v/c = volume to capacity ratio, LOS = leveI of service
EDAw
Transportation /Circulation
Son Francisco Bay Area Rapid Transit District
4.5 -54 West Dublin /Pleasanton BART Station and Transit Village
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N' Existing traffic volumes on Stoneridge Mall Road were estimated based on a sample turning movement
count conducted at the intersection of Embarcadero Road and Stoneridge Mall Road between 4:45
p .m. and 5:15 p.m. on May 23, 2000. Traffic estimated to be generated by the approved Hines
k project located east of the Stoneridge Corporate Plaza and the proposed project was then added to the
existing traffic volumes. Based on the level of service analysis, the vehicles exiting the project driveways
onto Stoneridge Mall Road are expected to experience long delays. In addition, the shared project
driveway would meet the Caltrans peak hour volume signal warrant. This would be considered a
$ significant project impact.
Circulation
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As p reviously described, the proposed office would have a 560 -space parking lot and the BART Station
t would have a 419 -space parking garage. These facilities would not be connected and there would be
no major internal vehicular circulation between the office and BART Station. However, pedestrian
circulation between the office, BART parking garage, BART Station, and Stoneridge Mall Road would
be facilitated. The pedestrian bridge to the BART platform would be located between the office
7 building and BART parking garage. Although not currently shown on the site plan, a pedestrian
° walkway would be provided between the bridge and Stoneridge Mall Road.
t
Transit facilities would not be provided within the project site due to space limitations. Instead, a bus
turnout would be provided on Stoneridge Mall Road along the project frontage between the shared
driveway and BART Station driveway.
Stoneridge Mall Road/Embarcadero Court
The City of Pleasanton requested that the study of the proposed project access from Stoneridge Mall
Road include an analysis of the operating conditions of the All-Way STOP - controlled intersection of
Embarcadero Court and Stoneridge Mall Road. The City does not currently monitor this intersection
and it is not included in the Pleasanton Traffic Model (City of Pleasanton, June 1999). The Stoneridge
Mall Road / Embarcadero Court intersection is located approximately 500 feet southeast of the shared
project driveway. Existing p.m. peak hour traffic volumes at this intersection were estimated based on
a sample turning movement count conducted between 4:45 p.m. and 5:15 p.m. on May 23, 2000. It
is estimated that the intersection is currently operating at LOS D and meets Caltrans peak hour volume
signal warrants. With the addition of approved project traffic, specifically the Hines office
development, this intersection is projected to operate at LOS F. To mitigate conditions, the
k
intersection should be signalized and an exclusive left -turn lane should be striped on the westbound
k Embarcadero Court approach. This improvement would continue to be sufficient with the addition
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San Francisco Bay Area Rapid Transit District EDAW
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West Dublin /Pleasanton BART Station and Transit Village 4.5 -55 TransportationKirculation
i
NMI
of traffic generated by the proposed project. The signalization of this intersection is not triggered by
the proposed project, therefore, the project's impact on this intersection would be considered less than
significant.
DUBLIN AND PLEASANTON PARKING ANALYSIS
Impact Dublin and Pleasanton Parking Supply and Demand The hotel and
4.5 -5 residential components in Dublin would have a surplus of 37 spaces for the hotel
and 156 spaces for the residential use during the peak parking hour. The office
component in Pleasanton is estimated to have a surplus of 157 spaces during the
peak parking hour. The parking demand for the West Dublin /Pleasanton BART
Station would be accommodated entirely by the proposed BART parking facilities.
No deficit in parking spaces would be anticipated. Therefore, the project's
parking demand would be considered a less - than - significant impact. However, if
BART implements a parking charge program, spillover parking onto adjacent lots
may occur.. This would be considered a significant impact.
This section provides an analysis of the parking impacts due to the proposed project for both Dublin
and Pleasanton. The parking supply and demand are discussed below.
SUPPLY
On the Dublin parcel, the 240 -room hotel component would include 251 parking spaces, of which 71
spaces may be accommodated as shared parking within the BART garage, and the 160 -unit residential
component would include 297 parking spaces. In addition, a 713 -space parking garage for BART
patrons is proposed on this parcel.
On the Pleasanton parcel, the 170,000 square -foot office building would provide 560 spaces. The
rentable office square footage is 160,000 square feet. This results in a proposed parking supply rate
of 3.5 parking spaces per 1,000 rentable square feet (4.0 stalls per 1,000 rentable square feet with an
adjustment for the previously discussed 15- percent reduction in vehicle trip generation due to increased
transit use). In addition, a 419 -stall parking garage is proposed for BART patrons.
DEMAND
The parking demand for the hotel, residential and office uses was calculated based on rates provided
in Parking Generation (Institute of Transportation Engineers, 1981). Based on these rates, it is
estimated that the hotel and residential components in Dublin would have a peak parking demand for
EDAW San Francisco Bay Area Rapid Transit District
Transportation /Circulation 4.5-56 West Dublin /Pleasanton BART Station and Transit Village
7
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' approximately 217 spaces and 141 spaces, respectively (for a description of the proposed shared parking
strategy at the hotel, see Chapter 3, Project Description, of this report. This results in surplus of 26
spaces for the hotel and a surplus of 156 spaces for the residential use during the peak parking hour.
These uses are anticipated to provide adequate parking to accommodate the peak parking demand.
The office component in Pleasanton is estimated to have a peak parking demand of about 403 spaces,
resulting in a surplus of 157 spaces during the peak parking hour. This use is anticipated to provide
adequate parking to accommodate the peak parking demand.
The parking demand for the West Dublin/Pleasanton BART Station was derived based on the projected
ridership provided by BART. The ridership projections, in turn, were translated into parking estimates
based on drive -alone percentages for home -based patrons in the morning and midday. It is assumed
that these patrons parked for a long -term duration (eight or more hours) and their space does not turn
over more than once during the peak parking hour. The work -based patrons (reverse commuters) were
assumed to have used other modes of transportation (i.e., transit, walk or bicycle) to access BART and
would not require a parking space. Also, it is assumed that home -based vehicles arriving during the
p.m. peak hour to pick up BART patrons would not require a specific parking space.
It is estimated that 713 parking spaces in Dublin and 419 parking spaces in Pleasanton, totaling 1,132
spaces, would be needed to accommodate the peak parking demand for the West Dublin/Pleasanton
BART Station. These spaces would be provided within the parking structures to meet the estimated
BART parking demand. As a result, parking would be sufficient for the BART Stations. No significant
parking impacts would be anticipated. Table 4.5 -10 summarizes the parking supply and estimated
parking demand for the proposed project.
San Francisco Bay Area Rapid Transit District EDAW
. West Dublin /Pleasanton BART Station and Transit Village 4.5 -57 Transportation /Circulation
TABLE 4.5 -10
ESTIMATED PARKING DEMAND AND PARKING SUPPLY
Use
Size Parking Rate
Demand
Supply
Surplus (Deficit)
Hotel
240 rooms 0.89
214
240
37
Residential
160 units 0.88
141
297
156
Office
170 ksf 2.37*
403
560
157
BART (Dublin)
-- --
713
713
0
BART (Pleasanton) -- --
419
419
0
Note:
This is the average parking rate of 2.79 per ksf
for General Office Buildings with a 15%
reduction due to increased transit use.
San Francisco Bay Area Rapid Transit District EDAW
. West Dublin /Pleasanton BART Station and Transit Village 4.5 -57 Transportation /Circulation
.� •
In February 1990, the BART Board certified the EIR for the Dublin Pleasanton Extension Project in .
which parking needs were assessed collectively for the West and East Dublin/Pleasanton BART stations
in the EIR. The EIR assumed that 1,400 parking spaces would be provided at the West
Dublin/Pleasanton. BART Station for BART patrons, and 2,500 parking spaces would be provided at
the East Dublin/Pleasanton BART Station, for a total of 3,900 spaces.
Based on current estimates, the parking demand projected in the DPX EIR represented an overestimate
of demand at the West Dublin/Pleasanton BART Station. The above estimates indicate that the actual
demand for parking at the West Dublin/Pleasanton BART Station would be 1,132 spaces. When
combined with the 2,612 existing parking spaces and an additional 488 spaces that were recently
constructed at the East Dublin/Pleasanton BART Station, a total of 4,232 spaces would be in place
between the two stations. Therefore, an increase of 332 spaces above the estimate in the prior EIR
would be anticipated with the project.
BART PARKING CHARGES
BART is considering proposing to implement a parking program at both the East and West
Dublin/Pleasanton BART Stations, in which a patron can pay a fee of $2.00 per day on a monthly basis
to guarantee a parking space until 10:00 a.m. After 10:00 a.m. these spaces become available for free
to anyone. Reserved spaces would comprise 50 percent of the parking spaces on both the Dublin and
Pleasanton portions of the station. Therefore, 356 parking spaces on the Dublin parcel and 209
sy.
parking spaces on the Pleasanton parcel would be reserved if this program were implemented. In rr�
addition, about 10 percent of the total spaces, or 71 spaces on the Dublin parcel and 42 spaces on the
Pleasanton parcel, would be reserved for free for commuters who arrive after 10:00 a.m. The
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remaining 286 spaces in Dublin and 168 spaces in Pleasanton would be free parking available to
patrons throughout the day.
The impact of this possible program to charge for parking would be the potential for "spillover"
parking in nearby private parking lots. Spillover could occur because BART patrons wish to avoid
parking charges, in particular at early morning hours when nearby private parking is likely to be
available. In addition, under the program being considered, reserved spaces will be held for paying
BART patrons until 10:00 a.m. If occasional BART patrons pay to reserve parking spaces which they
may not use regularly, then regular patrons may find the BART garages unavailable during peak
commute times and by forced to park elsewhere., increasing spillover. On the other hand, the
guaranteed availability of spaces after 10:00 a.m. (when they cease to be reserved) may reduce spillover,
by attracting additional patrons who otherwise would assume that the garage was full and not even
attempt to use BART parking at that time.
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EDAW Son Francisco Bay Area Rapid Transit District
Transportation /Circulation 4.5 -58 West Dublin /Pleasanton BART Station and Transit Village
7
Given the complexity of the proposed parking charge program and its possible effects, whether and
how much spillover may result under the program cannot be predicted with reasonable confidence.
Accordingly, parking spillover is a potentially significant impact.
It is also possible the charge for parking could reduce the patronage below the projections developed
by BART and used in this report. Should this be the case, the traffic impacts and the parking needs
described in this report would be overstated; and this could be considered a "worse case" analysis. In
addition, reserved parking will allow those who have paid for parking stalls that are reserved until 10:00
a.m. to arrive at the station later in the morning. This would have the effect of spreading arriving traffic
over a longer period of time (many suburban BART parking lots and garages are filled by 7:00 to 8:00
a.m.). This could reduce the peak hour impacts at intersections studied in this analysis. The
implementation of parking charges could also induce some riders to switch from their own vehicles to
car pools, buses, to be dropped off at the station, or to walk or bicycle to the station.
4.5.3 MITIGATION MEASURES
This section summarizes potential mitigation measures to correct identified traffic impacts. Mitigation
measures were identified for intersections projected to operate at LOS E or F. Implementation of these
mitigation measures shall be the responsibility of Jones Lang LaSalle, or their successors in interest.
Mitigation City of Dublin Intersections - E)dsting Plus Approved Projects Plus Project
Scenario. The eastbound and westbound approaches of the St. Patrick Way /Golden
Gate Drive intersection shall be restilped to each include an exclusive left -turn lane.
This measure would improve the intersection operations from LOS F to LOS C.
City of Pleasanton Intersections - Existing Plus Approved Projects Plus Project
Mitigation
Scenario. A free right -turn lane on the westbound Stoneridge Drive approach to the
Stoneridge Mall Road / Stoneridge Drive intersection shall be installed. With this
improvement, the intersection would operate acceptably at LOS C with and without
the West Las Positas interchange.
Pleasanton Parcel Access and Circulation.' The following measures are required
Mitigation to improve access to the Pleasanton parcel:
• To improve traffic operating conditions at the shared project driveway, the intersection
shall be signalized. An eastbound left turn lane into -.the . driveway shall be striped on
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 45-59 Transportation/Circulation
MOM
Stoneridge Mall Road. A westbound left -turn lane already exists into the Nordstrom
driveway.
• The shared project driveway shall also accommodate one entry lane and two exit lanes:
In addition, the driveway depth shall be no less than the existing 200 feet to provide
storage space for vehicles waiting to exit onto Stoneridge Mall Road.
• Measures shall be implemented to improve traffic operating conditions along the
project frontage on Stoneridge Mall Road associated with the intersection signalization.
Due to the proximity of the Nordstrom parking lot driveways to the proposed signal,
vehicles turning left from the parking lot could be a hazard to vehicles traveling on
Stoneridge Mall Drive. Two options have been identified to address this concern. The
first option would restrict access along the northern boundary of the Nordstrom
parking lot by constructing a barrier (e.g., a concrete planter) generally between the
shared driveway and the BART Station driveway. This would reauire the
reconfiguration of the Nordstrom parking lot and the removal of approximately 12
parking spaces. The second option would include constructing a concrete median
within Stoneridge Mall Road, also generally between the shared driveway and the
BART Station driveway. Because adequate storage area would not be available on
Stoneridge Mall Road for vehicles turning left from the BART Station driveway and
excessive vehicle stacking within the driveway could occur with this option, the BART
Station driveway would be restricted to right turn in, right turn out only. The project
applicant shall coordinate with the City of Pleasanton to implement one of these two
improvement options to that ensure the safe, efficient operation of this intersection.'
• The BART Station driveway shall accommodate one entry lane and two exit lanes. In
addition, the driveway shall be no less than 50 feet deep to provide storage space for
vehicles waiting to exit onto Stoneridge Mall Road.
Dublin and Pleasanton Parking Supply and Demand If parking charges are
Mitigation
4.5 -5 implemented at the West Dublin/Pleasanton BART Station, a monitoring program
shall be designed to determine whether substantial parking spillover into adjacent
private parking lots occurs as a result of the parking charges. BART will conduct the
monitoring program, which will consist of
• A baseline survey of parking conditions in the vicinity of the West Dublin/Pleasanton
BART Station prior to the commencement of operations at the station. The baseline
survey will establish parking conditions in the vicinity of the station during weekday
morning hours.
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Son Frandsen Bay Area Rapid Transit District
Transportation /Circulation 4.5 -60 West Dublin /Pleasanton BART Station and Transit Village
7
T
gg?
Monitoring during the first six months of operation of the station to verify if spillover
parking is occurring within a quarter mile radius of the station. Such monitoring will
be based on field surveys and any complaints received by BART and local parking
authorities. In addition) under - utilization of the BART parking garages will be
monitored to determine whether any increase in the use of adjacent private parking is
related to a disincentive to use BART parking due to parking charges. (After the first
six months of operation of the station, BART Community Relations staff will respond
to parking complaints and BART will investigate such complaints to verify parking
concerns.)
If spillover parking is identified as a problem, BART staff will assist local parking authorities
in implementing appropriate parking control measures. Such measures shall be based on
BAR'rs Parking Management Toolkit for the BART-SFO Extension Station Areas. This
Toolkit, attached as Appendix C to this report, was developed for the BART San Francisco
Airport Extension Project. It identifies a detailed process f or understanding local parking
issues, evaluating parking conflicts, and implementing specific parking control measures.
BART staff will assist local authorities to ensure that such parking control measures, adopted
as appropriate for site-specific conditions, are implemented and are achieving the necessary
effect. BART staff will also continue discussions as necessary with local authorities to help
adjust any parking control measures in response to issues that may arise during implementation
of such measures.
4.5.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
Following implementation of the identified mitigation measures, the proposed project's traffic and
circulation impacts would be reduced to a less-than-significant level.
Son Francisco Bay Area Rapid Transit District WAVY
West Dublin/Pleasanton BART Station and transit Village 4.5-61 Transportation/Circulation
'9-89
E.
p
4.6 PUBLIC SERVICES
Following is a discussion of the public services provided in the project vicinity and the impacts on these
i
services associated with the proposed West Dublin/Pleasanton BART Station and Transit Village. The
public services evaluated in this section include police protection, fire protection, water supply,
` wastewater service and treatment, and schools.
4.6.1 POLICE PROTECTION
EXISTING CONDITIONS
- REGIONAL SETTING
The BART Police Department, the Dublin Police Services, and the City of Pleasanton Police
Department currently provide police protection services within the project vicinity.
BART Police Department
The BART Police Department is an autonomous law enforcement agency consisting of 261 police
f•'
personnel. Of these personnel, 184 are sworn officers and the remaining non -sworn employees include
police clerks, community service assistants, 911 operators, revenue protection guards, and civilian
supervisors. BART police officers have the same powers of arrest as city police officers and county
sheriffs deputies and receive the same on -going standardized police training.
The BART Police Department investigates all reported crimes that occur on BART property. Most
crimes that occur on BART property are transit- related, such as non - payment of fares or smoking or
eating on the system. However, BART officers also investigate auto burglaries, auto thefts, robberies,
purse snatches, assaults, homicides, and any other felonies, misdemeanors, or infractions that occur
within the BART District. Although most officers are assigned to patrol duty, select officers receive
training in special weapons and tactics, emergency rescues, crisis negotiations, and crowd management.
Nevertheless, BART police officers may call on neighboring police departments for assistance in the
event of a life threatening situation, a medical emergency, or a serious crime requiring immediate
response when sufficient BART police personnel are not available.
The BART Police Department is divided into four geographical zones, each with its own police
headquarters and field offices. The proposed project would be located within Zone 3 (the zone also
known as Southern Alameda County), which encompasses BART Stations at San Leandro, Bay Fair,
I~
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -1 Public Services
Hayward, South Hayward, Union City, Fremont, Castro Valley, and East Dublin/Pleasanton. Of these
stations, BART police offices are located at Hayward with the police headquarters located at the Castro
Valley BART Station. The Castro Valley police facility is located on the ground floor of an apartment
building near the station, while the police facility at Hayward is located on the ground floor of the
parking structure. Within the vicinity of the project site, one patrol officer is assigned to patrol both
the Castro Valley and East Dubhn/Pleasanton BART stations. This patrol beat, or designated patrol
area, consists of two shifts: day and night. Zone 3 of the BART Police Department currently employs
a total of 24 sworn officers and supervisors and 7 non -sworn employees, which includes parking
enforcement personnel and administrative support staff (Savage, pers. comm., 2000).
The BART Police Department would provide police protection services to the proposed West
Dublin/Pleasanton BART Station and associated parking facilities. If necessary, BART police officers
may call on the Dublin Police Services and the Pleasanton Police Department for assistance in times of
emergency. The average response time for the BART Police Department on non - emergency calls is
approximately 8.3 minutes, and its average emergency response time is approximately 4.5 minutes
(Savage, pers. comm., 2000).
Dublin Police Services
Police services for the City of Dublin are performed under contract with the Alameda County Sheriffs
Office on an annual or multi- annual basis. Currently, Dublin Police Services consists of 36 sworn
employees and 6.5 civilian staff members (one employee works on a part -time basis). Of these 36
sworn employees, there are 24 patrol officers, 10 sergeants, l lieutenant, and 1 captain (Hardester, pers.
comm, 2000). Police services provided by Sheriffs personnel are performed at the Dublin Civic
Center, which is located at 100 Civic Plaza Drive. These services include uniformed police officers
patrolling the City of Dublin in marked police vehicles, criminal investigations, crime prevention, Drug
Prevention Education Program, and special investigation officers responsible for narcotic and vice
suppression. Dublin Police also enforce city ordinances and state laws within the limits of the City of
Dublin. Dispatch and some data processing functions are handled at Sheriffs Office facilities in
Oakland, San Leandro, and Hayward.
Dublin Police Services would provide police protection services to the Dublin parcel of the project site,
as well as assist the BART Police Department with incidents occurring within the City of Dublin's
jurisdiction. Response times for Priority I calls within the City of Dublin are approximately 5 to 6
minutes and 27 seconds (Hardester, pers. comm., 2000). Priority 1 calls include those calls with the
highest priority such as reports of homicide, manslaughter, auto burglary, and assault.
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -2 West Dublin /Pleasanton BART Station and Transit Village
71
Pleasanton Police Department
'4
The Pleasanton Police Department, which has one station located at 4833 Bernal Avenue, provides
police protection services within the City of Pleasanton. The Department, which consists of 80 sworn
&- officers and 40 civilian employees, has two divisions: the Operations Division and the Investigation and
Services Division. The Operations Division is primarily composed of uniformed personnel and is
further subdivided into the Patrol Unit and the Special Operations Unit. The Patrol Unit consists of
approximately 50 police officers and community service officers. Each patrol has three shifts (morning,
day, and night) and is managed by a lieutenant and supervised by two sergeants. The patrol is staffed
according to the demands of the particular time period, with an average of 5 -12 officers assigned to
each patrol beat (Graves, pers. comm., 2000). Patrol vehicles are staffed with one officer. The Special
Operations Unit handles traffic and parking enforcement, animal services, special events, and the
Reserve Officer program.
The second division of the Pleasanton Police Department, the Investigation and Services Division, is
primarily responsible for follow -up investigations and support services for the Operations Division.
i` Additional services include implementing the Drug Abuse Resistance Education (DARE) Program and
answering and evaluating 911 emergency calls. Criminal investigations are handled by detectives in
specialized assignments such as crimes against persons, property, auto theft, fraud, and crimes
committed by or against juveniles. The Special Investigations Unit of this Division conducts narcotic
and vice investigations.
The Pleasanton Police Department would provide police protection services to the Pleasanton parcel
of the project site, as well as assist the BART Police Department with incidents occurring within the
City of Pleasanton's jurisdiction. Response times for emergency calls within the City of Pleasanton are
approximately 4.3 minutes. Response times for non - emergency calls are approximately 15 minutes
(Finn, pers. comm., 2000).
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
City of Dublin General Plan
There are no policies in the City of Dublin General PIan that are relevant to the discussion of police
protection.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -3 Public Services
City of Pleasanton General Plan
The following City of Pleasanton General Plan Public Safety Policy is relevant to the discussion of
police protection:
Policy 20: Maintain and enhance, where feasible, the level of police equipment and personnel
to protect the community.
ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on police protection if it would:
• Result in substantial adverse physical impacts associated with the provision of new or physically
altered police protection facilities, the construction of which could cause significant
environmental impacts, in order to maintain acceptable service ratios, response times or other
performance objectives for police protection.
PROJECT IMPACTS
Impact Increased Demand for Police Services - BART Police Department.
4.6 -1a Development of the proposed project would increase the demand for police
protection services in the project vicinity. Based on BART police records, the
increased demand would be primarily associated with auto thefts and burglaries
within the station parking areas. However, this increased demand would not
result in substantial adverse physical impacts associated with the provision of
new or physically altered police protection facilities. Therefore, the proposed
project's impacts on the BART Police Department would be considered less than
significant.
The proposed project would increase the demand for polices services within BART's jurisdiction, and
more specifically, in Zone 3 of the BART Police Department. The proposed West Dublin/Pleasanton
BART Station would be located within the patrol beat that includes the Castro Valley station and the
East Dublin/Pleasanton station. This patrol beat consists of two shifts (day and night) with one patrol
officer assigned to each shift. Implementation of the proposed project would result in a shift in the
patrol boundaries such that one officer would be assigned to patrol both the West Dublin/Pleasanton
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -4 West Dublin /Pleasanton BART Station and Transit Village
7
and the East Dublin/Pleasanton BART Stations. Rearranging the boundaries of this patrol beat would
allow a more efficient patrol of this section of Zone 3 since the proposed West Dublin/Pleasanton
station would be located in close proximity to the East Dublin/Pleasanton station (Savage, pers. comm.,
2000).
i ! The anticipated effects to the BART Police Department resulting from project implementation would
be similar to the impacts associated with other local BART stations, including the East
Dublin/Pleasanton BART Station. Based on police records for the East Dublin/Pleasanton BART
Station, the incidents most likely to occur would be auto thefts and burglaries within the station parking
areas (Hardester, written comm., 2000). For example, in 1999, 24 auto thefts and 24 auto burglaries
occurred at the East Dublin/Pleasanton BART Station, while no assaults or robberies were
documented. Auto thefts and burglaries would be minimized at the proposed West Dublin/Pleasanton
G
BART Station through the presence of BART police patrols and parking lot lighting. The proposed
project may necessitate the hiring of additional officers or the purchase of new equipment such as patrol
t cars, radios, and uniforms. However, this increased demand would not result in substantial adverse
physical impacts associated with the provision of new or physically altered police protection facilities.
Therefore, the proposed project's impacts on the BART Police Department would be considered less
than significant.
Increased Demand for Police Services - Dublin Police Services.
Impact
4
Impact of the proposed project would increase the demand for police
t- protection services in Dublin. Department police records indicate that the
transit- related incidents most likely to occur wo uld include auto thefts and
_ burglaries within the station parldng areas. However, this increased demand
would not result in substantial, adverse physical impacts associated with the
provision of new or physically altered police protection facilities. Therefore, the
proposed project's impacts on the Dublin police services would be considered
} less than significant.
The proposed project would increase the demand for police services within the City of Dublin. The
anticipated effects to Dublin Police Services resulting from the development of the proposed BART
station itself would be similar to the impacts associated with other local BART stations. Since the
r . completion of the East Dublin/PIeasanton BART station in May of 1997, Dublin Police Services has
_ experienced a substantial increase in the number of details, or calls for police service (Hardester, pers.
comm., 2000). For example, between May 1999 and March 2000, Dublin Police Services received a
total of 11,640 details within Beat 73, which encompasses the East Dublin/Pleasanton BART Station.
For comparison, Beat 73 received only 3,974 details between May 1996 and May 1997, just prior to
h,
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West Dublin /Pleasanton BART Station and Transit Village 4.6 -5 Public Services
gg
the completion of the East Dublin/Pleasanton BART Station. However, with the continued growth
of eastern Dublin since 1997, including 3,000 new residential units and a major shopping center, it is
inconclusive whether the East Dublin/Pleasanton BART Station is a factor in this substantial increase
in criminal activity (Hardester, pers. comm., 2000).
Dublin Police Services has indicated that the proposed 160 -unit residential complex and 240 -room
hotel would increase the incidence of domestic disputes and burglaries within the project vicinity
(Hardester, pers. comm., 2000). In addition, these proposed developments would increase the number
of traffic - related incidents within the project vicinity due to the increased traffic flow the proposed
project would generate. These increased demands on Dublin Police Services may affect staffing levels.
However, this increased demand would not result in substantial adverse physical impacts associated
with the provision of new or physically altered police protection facilities. Therefore, the proposed
project's impacts on Dublin Police Services would be considered less than significant.
Impact Increased Demand for Police Services - Pleasanton Police Department
4.6 -lc Development of the proposed West Dublin /Pleasanton BART Station and Transit
Village would increase the demand for police protection services in the project
vicinity. However, the Pleasanton Police Department anticipates that a )dsting
staff levels would be adequate to serve the proposed project without substantially
affecting the ability to provide police services elsewhere. Therefore, the proposed
project's impacts on the Pleasanton Police Department would be considered less
than significant.
The proposed project would increase the demand for police protection services in the City of
Pleasanton. The proposed BART Station and Transit Village would provide direct access to Stoneridge
Mall and parking facilities for an opportunistic criminal element; however, it would not affect the ability
of the Department to provide police protection services on a city-wide basis (Finn, pers. comm.,
2000). The Pleasanton Police Department anticipates that their existing staff levels would be adequate
to serve the Pleasanton parcel of the proposed project as well as assist BART with incidents occurring
within the City of Pleasanton's jurisdiction.
If the proposed project were to contribute a substantial, unforeseeable amount of crime- related activity
within the vicinity of Stoneridge Mall, then the Department would position an officer at the Mall on
a permanent basis (Finn, pers. comm., 2000). The Pleasanton Police Department does not anticipate
any significant effects to their ability to provide police protection services to the residents of the City
of Pleasanton (Finn, pers. comm., 2000). Therefore, the proposed project's impacts on the Pleasanton
Police Department would be considered less than significant.
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -6 West Dublin /Pleasanton BART Station and Transit Village
� 9s
Impact
Consistency with General Plan - City of Pleasanton General Plan. The
4.6 -Id Pleasanton Police Department anticipates that their e -3sting staff levels would be
adequate to serve the Pleasanton parcel of the proposed project without
substantially affecting the ability to provide police services elsewhere. Therefore,
the proposed project would be consistent with the City of Pleasanton General
Plan policy to maintain and enhance the level of police equipment and
personnel necessary to protect the community. No impacts related to General
Plan consistency would occur.
The Pleasanton Police Department anticipates that their existing staff levels would be adequate to serve
the Pleasanton parcel of the proposed project as well as assist BART with incidents occurring within
the City of Pleasanton's jurisdiction. If the proposed project were to result in increased levels of crime
within the vicinity of Stoneridge Mall, the Department would authorize the hiring of additional officers
to patrol the project area (Finne, pers. comm., 2000). Therefore, the proposed project would be
consistent with the City of Pleasanton General Plan policy to maintain and enhance the level of police
equipment and personnel to protect the community.
MITIGATION MEASURES
No significant impacts on police protection services would be anticipated with implementation of the
proposed project. Therefore, no mitigation measures would be necessary.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant impacts on police protection services would be anticipated with implementation of the
proposed project.
4.6.2 FIRE PROTECTION
EXISTING CONDITIONS
The BART Safety Department, the Alameda County Fire Department, and the Livermore- Pleasanton
Fire Department currently provide fire protection and emergency response services within the project
vicinity.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -7 Public Services
C'
t
BART SAFETY DEPARTMENT
BART's Safety Department is responsible for ensuring that systems and procedures are in place for the
BART Stations and rights -of -way so that all incidents to which a fire department normally provides
emergency services will receive proper response. In order to ensure this, the BART Safety Department
has formed a Fire Liaison Committee with all of the fire jurisdictions that cross the current BART
system, including the Alameda County Fire Department and the Livermore- Pleasanton Fire
Department. The Conunittee meets every other month to address fire and life safety issues within the
BART system and provide training exercises to the fire department liaisons in order to enhance their
knowledge of the BART system (Hardy, pers. comm., 2000). The responsibilities of the neighboring
fire jurisdictions and the BART Safety Department during BART emergencies are outlined in the State
Emergency Management Response Plan (plan). The plan details responsibilities and procedures to
be followed in all instances, including train fires, train derailment/collision, death or injury on the right -
of -way, right -of -way intrusion, gas leaks and toxic spills, earthquakes, and bomb threats.
In general, whenever there is an emergency that requires response by a fire department, BART Central
Control evaluates the situation, determines the type and level of response required, communicates with
the appropriate fire departments and personnel, and coordinates the entire response. If appropriate,
BART takes a revenue train out of service, clears it of passengers, and makes it available to responding
fire department personnel at the entrance to the emergency area so that they may transport their people
and equipment to the site. All BART train operators are trained to operate under emergency
procedures. If appropriate, rescue trains are also moved to the fire emergency scene.
ALAMEDA COUNTY FIRE DEPARTMENT
The Alameda County Fire Department (ACFD) provides fire protection and suppression services under
contract to the City of Dublin as well as to the unincorporated areas of Alameda County and the City
of San Leandro. Fire protection services for the City of Dublin were formerly provided by the
Dougherty Regional Fire Authority until it merged with ACFD July 1, 1997. ACFD currently consists
of a total of 248 employees, serving a population of 221,267. Of these 248 employees, 240 are
firefighting personnel and 8 are administrative staff (Damin- Fujita, pers. comm., 2000). The 240
firefighters are organized into 16 engine companies and 4 truck companies with each company
consisting of 3 firefighters. ACFD's fire companies currently operate three 24 -hour battalions (shifts),
ensuring that a minimum of 80 firefighters are on duty at any given time.
Fire protection services provided by ACFD within the cities of Dublin and San Leandro and the
unincorporated areas of Alameda County are evaluated and rated by the Insurance Services Offices
wh
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -8 West Dublin /Pleasanton BART Station and Transit Village
tliy
(ISO). The ratings established by the ISO determine the fire insurance rates paid by local residents and
businesses. These ratings are based on a variety of factors, including water supply, department
I equipment, personnel, operations and communication systems. The current ISO rating for ACFD is
two, based on a scale of one to ten, with one being the highest possible rating (Damin- Fujita, pers.
Comm., 2000).
I
ACFD has a total of 16 fire stations, two of which are located in the City of Dublin. Station #15,
which was formerly the Dougherty Regional Fire Authority (DRFA) Station #3, is located at 5325
Broder Road in Dublin. Station #15 houses one full-time engine company, one Type I engine, and
one Type III engine. The Type designations assigned to firefighting equipment refer to the size of the
equipment as well as to its water pump capacity. For example, Type I engines are the largest in size and
carry the highest water pump capacity, while Type III vehicles are smaller in size and carry lower water
pump capacities. In addition to equipment, Station #15 also consists of a total of 9 firefighters, 3
firefighters per shift. Station #16, which was formerly DRFA Station #1, is located at 7494 Donahue
Drive and houses one Type I engine company, one 100 -foot aerial truck company, and a patrol.
Station #16 consists of a total of 18 firefighters, 3 firefighters per company per shift (Damin- Fujita,
pers. comm., 2000).
Station #16 would provide first response service to any fire or emergency occurring on the Dublin
r parcel of the proposed project site as well as assist the BART Safety Department with incidents
occurring within the City of Dublin's jurisdiction. First response is defined as the time necessary for
firefighting staff and equipment from the station nearest the location of the emergency call to arrive on
the scene. Station #16 could provide first response service to the Dublin parcel within 1.5 minutes
�^ (Ferdinand, pers. comm., 2000).
In the event of an emergency, Station #15 would provide support fire protection and suppression
services for Station #16. The current average response time from Station #15 to the project site is `
approximately 4 -5 minutes (Ferdinand, pers. comm., 2000). If additional support is needed, engine
companies from Station #6 and #7 in Castro Valley could respond to the site within 10 minutes. In
1
addition, ACID has mutual aid agreements with the San Ramon Valley Fire Department and the
Livermore- Pleasanton Fire Department. A mutual aid agreement is an agreement whereby neighboring
jurisdictions provide back -up and additional resources in an emergency or event that is beyond ACFD's
ability to handle on its own.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -9 Public Services
t~
gib
LIVERMORE- PLEASANTON FIRE DEPARTMENT
The Livermore- Pleasanton Fire Department (LPFD) is responsible for fire protection and suppression
services within the City of Livermore and the City of Pleasanton. In order to efficiently provide fire
protection and emergency medical response services to the residents of the Livermore - Amador Valley,
the Pleasanton Fire Department consolidated services with the Livermore Fire Department in
December 1996. LPFD currently consists of 123 employees, 100 of which are firefighting personnel
(Bramell, pers. comm., 2000). The remaining 23 employees consist of administrative personnel,
including secretaries, clerk typists, and deputy chiefs. LPFD's 100 firefighters are organized into 10
fire companies, serving a population of approximately 140,000 (Bramell, pers. comm., 2000). Each
fire company consists of 3 to 4 firefighters, depending on the staffing needs of the fire district. LPFD's
fire companies currently operate three 24 -hour shifts, ensuring that a minimum of 33 firefighting
personnel are on call at any given time.
Fire protection services provided by LPFD within the cities of Livermore and Pleasanton are also
evaluated and rated by the Insurance Services Offices (ISO). The current ISO rating for LPFD is three,
based on a scale of one to ten, with one being the highest possible rating (Bramell, pers. comm., 2000).
LPFD will be rated again in the latter part of 2000.
LPFD has a total of eight fire stations, four of which are located in the City of Pleasanton. A fifth fire
station will be completed in 2001 in the City of Pleasanton at Bernal Avenue. Each fire station has at
least the following personnel and equipment: a 3 or 4 firefighter company, one Type I fire engine, and
one wildland apparatus unit (either Type III or Type IV). In addition, LPFD has two 65 -foot aerial
ladder trucks and plans to purchase one 100 -foot aerial ladder each for the cities of Pleasanton and
Livermore.
Fire Station # 2, which is located at 6300 Stoneridge Mall Road, would provide first response service +►
to any fire or emergency occurring on the Pleasanton parcel of the proposed project site as well as assist
the BART Safety Department with incidents occurring within the City of Pleasanton's jurisdiction.
Station #2 is currently staffed with a four - person company (a captain, a fire engineer, a firefighter, and
a paramedic firefighter) and is equipped with a Type I fire engine, a Type III wildland apparatus unit,
and a hazardous materials unit. The average first response time for Station #2 is 6 minutes; however,
actual response times vary within the District due to a location's approximate distance from the fire
station. In fact, the average response time to the proposed project site is approximately 5 minutes since rrr
it is located in close proximity to Station #2 (Carlson, pers. comm., 2000). The first response time
goal within the LPFD is 5 minutes. Those developments outside of the five- minute response time
rwu
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Public Services 4.6 -10 West Dublin /Pleasanton BART Station and Transit Village
zones must incorporate site- specific fire mitigation measures as determined by the Fire Chief (Carlson,
pers. comm., 2000).
i~ _
In the event of an emergency, Stations #3 and #4, which are located at 3200 Santa Rita Road and
4444 Railroad Avenue, respectively, would provide support fire protection services for Station #2
(Bramell, pers. comm., 2000). In addition, LPFD has mutual aid agreements with all fire departments
in Alameda County, including the Department of Forestry's Sunol Range Station. LPFD also contracts
with the Alameda County Fire Department for some areas of the unincorporated County, south and
southwest of the current Pleasanton City Limits.
r--
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
City of Dublin General Plan
f The following City of Dublin General Plan Fire Hazard and Fire Protection Policies are relevant to the
discussion of fire protection:
Policy 8.2.2 -C: Enact a high hazard ordinance specifying sprinklers for all habitable
structures beyond five minutes response time from a station.
t.
Policy 8.2.2 -D: Continue to enforce the City's Fire Safe Roof and Spark Arrestor
ordinances.
City of Pleasanton General Plan
The following City of Pleasanton General Plan Public Safety Policies and Programs are relevant to
the discussion of fire protection:
r- Policy 8: Provide an adequate level of fire equipment and personnel to protect the
community.
Program 8.1: Incorporate Fire Department expansion needs into each year's Capital
Improvement and Operating Budget.
Program 8.2: Require new development to pay for fire safety improvement needs generated by
the new development.
i
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West Dublin /Pleasanton BART Station and Transit Village 4.6 -11 Public Services
t- _
,7_ 0 a
Policy 10: Strive to respond to all fire calls within five minutes.
Program 11.2: Require that all new developments be provided with sufficient fire flow facilities at
the time of development at least at the level specified by the Fire Chief.
Policy 12: Upgrade the level of fire resistivity in all new and remodeled structures.
Policy 13: Require fire mitigation measures in new developments proposed, and require
additional mitigation for those developments outside of the five - minute response
time zones as determined by the Fire Chief.
Program 13.2: Require automatic fire sprinklers in all structures required in the Uniform Building
Code in addition to all structures of 8,000 square feet and greater and all structures
located in fire hazard areas.
F-
Program 13.3: Ensure that all buildings be accessible to fire vehicles and fire fighting equipment.
The following City of PIeasanton General Plan Public Facilities Program is also relevant to the
discussion of fire protection:
Program 4.4: Maintain water pressure at sufficient levels to serve residential, commercial,
industrial, and fire flow requirements as determined by the City Engineer.
ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on fire protection and suppression services if it
would:
• Result in substantial adverse physical impacts associated with the provision of new or physically
altered fire protection facilities, the construction of which could cause significant environmental
impacts, in order to maintain acceptable service ratios, response times or other performance
objectives for fire protection.
EDAW
San Francisco Bay Area Rapid Transit District
Public Services 4.6 -12 West Dublin /Pleasanton BART Station and Transit Village
I
�I
PROJECT IMPACTS
{ Increased Demand for Emergency Response Services - BART Safety
Impact Department. Development of the West Dublin /Pleasanton BART Station would
4.6 -2a
increase the demand for emergency response services on BART property. BART's
Control Center may have o adjust staffing levels to accommodate this increase
in workload. However, this increase in workload is not expected to be
substantial. Therefore, this impact would be considered less than significant.
Upon project implementation, BART'S Safety Department would have increased responsibility in terms
of training the fire liaisons from the affected jurisdictions (ACFD and LPFD) to respond to emergency
situations at the proposed West Dublin/Pleasanton BART Station in an efficient manner. BART's
Control Center and other personnel /equipment involved in responding to emergencies would also
require operational and staffing adjustments to accommodate the increased workload. However, the
proposed project is only expected to increase the BART Safety Department's workload by a small
proportion, since ACFD and the LPFD already respond to fire- related emergencies at the East
Dublin/Pleasanton BART Station (Hardy, pers. comm., 2000). Therefore, the increased demand on
the BART Safety Department resulting from project implementation would be considered a less -than-
significant impact.
Increased Demand for Fire Protection Services in the City of Dublin -
Impact
4.6 -2b Alameda County Fire Department. Development of the proposed project
would increase the demand for fire protection services in the City of Dublin.
ACFD currently has a station located on Donahue Drive in Dublin that is
adequately staffed to provide service to the project site in approximately 1.5
minutes. The project applicant Qones Lang LaSalle, or their successor in
interest) would, however, be required to pay a negotiated fire impact fee to offset
equipment costs that may be incurred as a result of project implementation. The
increased demand for fire protection services associated with, the proposed
r- project would be considered a less- than - significant impact.
m
Development of the proposed project would increase the demand for fire protection and emergency
response services within the City of Dublin, in particular within District 16 of ACFD. The proposed
project would result in an increase in the call volume currently received by Station #16, primarily due
to the increase in people residing in the local area. However, Station #16 is adequately staffed with
a 3- person engine company and a 3- person aerial -truck company to provide first response service to the
project site within 1.5 minutes. In addition, in the event of an emergency, Station # 15 could provide
support fire protection and suppression services to the project site within 5 minutes (Ferdinand, pers.
t
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -13 Public Services
RM
Comm., 2000). The proposed project would, however, increase the total number of fire prevention
inspections within District 16 because the Building Code requires that new residential developments,
including hotels, be subjected to fire prevention inspections to ensure that the buildings are adequately
protected in case of a fire - related emergency. Also, the project applicant (Jones Lang LaSalle) must pay
a negotiated fire impact fee to offset equipment costs that may be incurred as a result of project
implementation. ACFD does not anticipate any significant impacts to its department upon project
implementation (Ferdinand, pers. comm., 2000). Therefore, the increased demand for fire protection
services within the City of Dublin would be considered a less - than - significant impact.
Im act Increased Demand for Fire Protection Services City of Pleasanton -
p
4.6 -2c Livermore Pleasanton Fire Department. Development of the proposed project
would increase the demand for fire protection services in the City of Pleasanton.
LPFD currently has a station located immediately south of the project site that is +
adequately staffed and equipped to provide service to the project site within 5
minutes. Therefore, the increased demand for fire protection services associated
with the proposed project would be considered a less - than - significant impact.
Development of the proposed project would increase the demand for fire protection and emergency
response services within the City of Pleasanton, in particular within District 2 of LPFD. Currently,
Station #2 receives the second highest call volume within the fire department. For example, from July
1998 to June 1999, Station #2 received 1,132 of the 73904 calls for service in the LPFD, which is
approximately 14 percent of the department's total call volume. Despite this substantial demand for
fire protection services, Station #2 has adequate staffing levels and equipment to serve the Pleasanton
parcel of the proposed project as well as assist the BART Safety Department with incidents occurring
in the LPFD's jurisdiction (Bramell, pers. comm., 2000). In addition, a new fire station that could
assist Station #2 in times of emergency in Pleasanton at Bernal Avenue will be completed in 2001. A
proposal has also been made to increase the staffing levels within LPFD such that each fire company
has a total of 4 firefighting personnel (Bramell, pers. comm., 2000). This proposal, which is expected
to be implemented within 2 years, would provide additional staffing within the department to
ameliorate any substantial increases in demand for fire protection services that may occur as a result of
project implementation. Therefore, impacts to LPFD would be considered less than significant.
Impact Consistency with City of Pleasanton General Plan - Response Time. Due to
4.6 -2d its proximity to Station #2, the Pleasanton parcel of the project site can be served
by the .£,PFD within 5 minutes, which is consistent with Policy 10 of the Public
Safety Element. No impacts related to consistency with desired response times
would occur.
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6-14 West DublinlPleosonton BART Station and Transit Village
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3
Station #2 would provide fire protection services to the Pleasanton parcel of the project site. Although
the average first response time for District 2 of LPFD is currently 6 minutes, the first response time for
the Pleasanton parcel is within 5 minutes due to its proximity to Station #2 (Carlson, pers. comm.,
2000). Therefore, the proposed project would be consistent with the internal 5- minute response time
goal of the LPFD as well as the City of Pleasanton's response time threshold of 5 minutes, as stated in
the General Plan.
Consistency with City of Pleasanton General Plan - Deg" Plans. The
Impact
4.6 -2e Pleasanton Public Works Department and LPFD review development plans prior
to approval and issuance of a building permit by the Building Inspection
Department. All plans must be designed with adequate fire access, fire hydrants
and water system designs in order to be approved for construction. Projects that
do not meet LPFD requirements will either be denied or have conditions to
mitigate potential impacts prior to approval. Compliance with these
requirements would ensure that the proposed project would be consistent with
General Plan Public Safety Element Fire Hazard Policies 12 and 13 and
Programs 4.4, 8.2, 11.2, 13.2, and 13.3. No impact would be anticipated.
t-
LPFD is involved in reviewing all development plans prior to approval and issuance of a building
permit by the Pleasanton Building Inspection Department. LPFD makes recommendations to the
Building Inspection Department if the development plans submitted do not meet fire flow
requirements, provide adequate emergency access, etc. Prior to receiving a building permit, the project
applicant must modify plans in accordance with the directives of the LPFD or agree to comply with
any actions attached as conditions of approval. Compliance with these requirements would ensure that
the proposed project would be consistent with Pleasanton General Plan Public Safety Element Fire
Hazard Policies 12 and 13 and Programs 4.4, 8.2, 11.2, 13.2, and 13.3. No impacts related to
consistency with the General Plan would be anticipated.
J
i
MITIGATION MEASURES
No significant impacts would be anticipated with implementation of the proposed project. Therefore,
no mitigation measures would be necessary.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant impacts on fire protection services would be anticipated with implementation of the
proposed project.
Son Francisco Bay Area Rapid Transit District
West Dublin /Pleasanton BART Station and Transit Village 4.6 -15
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Public Services
4.6.3 WATER SUPPLY
The following section addresses water supply issues related to the implementation of the proposed
project. Because the water supply impacts associated with the proposed BART station have already
been analyzed in the DPX EIR (September 1989), this section focuses solely on those water supply
impacts related to the residential and commercial development proposed on the Dublin and Pleasanton
parcels. The discussion of water supply, storage, distribution, and demand was developed through
consultation with the Dublin San Ramon Services District, the City of Pleasanton, and the Zone 7
Water Agency as well as from a review of the following documents: City of Pleasanton Annual Water
Quality Report (1999); City of Dublin General Plan (1998); and City of Pleasanton General Plan (1996).
EXISTING CONDITIONS
WATER SUPPLY
The water service jurisdictional boundary within the project vicinity is the north I -580 right -of -way.
North of this boundary, the delivery of water to the City of Dublin is managed by the Dublin San
Ramon Services District ( DSRSD). South of this boundary, the delivery of water to the City of
Pleasanton is managed by the Pleasanton Water Division (PWD). Both the DSRSD and the PWD
purchase water from the Alameda County Flood Control and Water Conservation District, Zone 7
(Zone 7). The City of Pleasanton augments this water with groundwater pumped from wells located
within the City.
Zone 7
Zone 7 is responsible for providing wholesale treated and untreated water to the Tri -Valley area, as well
as regulating withdrawal and recharge of the underlying groundwater basin. Along with the DSRSD
and the City of Pleasanton, Zone Ts customers include the City of Livermore and the Water Service
Company of Livermore. These four main Valley water retailers deliver and serve water to
approximately 160,000 residents in the Livermore - Amador Valley region. Zone 7 currently has three
sources of water: State Water Project water from the South Bay Aqueduct, local runoff from the Arroyo
Del Valle watershed (stored in Lake Del Valle) and natural recharge of the groundwater basin.
In order to meet the increasing demand for water in the Tri -Valley area, Zone 7 entered into an
imported water supply contract with the California State Department of Water Resources to receive
deliveries from the State Water Project soon after its formation in 1957. The State Water Project's
IN
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was
water is imported from the Feather River, where it is stored behind the Oroville Dam before being
released into the Sacramento -San Joaquin Delta. The Harvey O. Banks Pumping Plant then transfers
this water from the Delta into a canal and pipeline system known as the South Bay Aqueduct (SBA).
The SBA transports water approximately 45 miles to the Tri -Valley area (i.e., unincorporated portions
of Alameda and Contra Costa counties, the Town of Danville, and the cities of Dublin, Livermore, and
San Ramon) as well as to other communities in southern Alameda and Santa Clara counties. Zone 7's
r, contractual entitlement for water from the State Water Project from the SBA was 42,000 acre -feet per
r year (ac- ft/yr) in 1995. This contractual amount increased by 2,000 ac -ft /yr until a maximum of
46,000 ac -ft /yr was reached in 1997 (Zone 7 Water Agency, 2000). The current water entitlement for
Zone 7 is 46,000 ac- ft /yr.
Zone 7 also utilizes water stored at Lake Del Valle (also known as Del Valle Reservoir), which is
t located _ .. . . �. _
just south of Livermore. Lake Del Valle stores local runoff from the Arroyo Del Valle
watershed as well as from the Sacramento -San Joaquin Delta. The South Bay Aqueduct transports and
distributes the water from Lake Del Valle to Zone 7 and two other SBA water contractors. In 1999,
Zone 7 estimated that it utilized 11,000 ac -ft of surface water from Lake Del Valle (Zone 7 Water
Agency, 2000).
1-- The third source of water for Zone 7 is local groundwater, which is available from several sub - basins
in the Tri -Valley area. The most important sub - basins are located within the west - central area of the
Valley where the major Zone 7 and City of Pleasanton wells are located. In order to conserve as much
local groundwater as possible, Zone 7 only pumps groundwater during peak demand periods or in dry
years when imported water supplies are low. Zone 7 estimates that 9,800 ac -ft of groundwater was
utilized in 1999 (Zone 7 Water Agency, 2000).
r^
Dublin San Ramon Services District
DSRSD supplies its customers solely with the water it purchases from Zone 7. Although DSRSD
currently supplies water only to the City of Dublin, plans are underway for the delivery of water and
recycled water to the Dougherty Valley, immediately east of the City of San Ramon. This
development, which will include approximately 9,800 residential units and a junior college, will be
served through the acquisition of water rights funded by the area's developers ( DSRSD, 2000).
Pleasanton Water Division
Approximately 75% of the water provided by the City of Pleasanton to its customers during a normal
year is treated surface water (with small amounts of groundwater) purchased from Zone 7. The
EE�
San Francisco Bay Area Rapid Transit District EDAW
r West Dublin /Pleasanton BART Station and Transit Village 4.6 -11 Public Services
remaining 25% can be attributed to groundwater pumped from four City -owned wells during the
summer months in order to meet peak -usage periods (City of Pleasanton, 1999). This amount is fixed
by a contract with Zone 7 acting as the regional groundwater basin manager of the Amador- Livermore
Valley area and can be renegotiated when the City's contract with Zone 7 is renewed (City of
Pleasanton, 1996). The City's current groundwater entitlement specified by this contract is 3,500 ac-
ft/yr (an average of 31 million gallons per day) (City of Pleasanton, 1996).
WATER STORAGE AND DISTRIBUTION SYSTEM
Dublin San Ramon Services District
On a daily basis, DSRSD receives millions of gallons of treated drinking water from Zone 7 through
two pipe connections located along Dougherty Road in the City of Dublin. After DSRSD chlorinates
and fluoridates this water, seven water pumps located throughout DSRSD's service area pump the
water up as much as 400 feet to three water storage tanks located in the west Dublin hills and in the
northern portion of the City of Dublin, east of I -680. These storage tanks can each store from one to
four million gallons of water. The water storage tank in closest proximity to the Dublin parcel is
located approximately 1 mile to the west, in the west Dublin hills (Webb, pers. comm., 2000).
The City's water distribution system relies on gravity to provide the pressure necessary to deliver the
water from the storage tanks to residential and commercial customers as well as fire hydrants located
within the City. In total, the City's distribution system consists of 75 miles of water pipes that deliver
to 7,000 residential and commercial customers and 800 fire hydrants within the City ( DSRSD, 2000).
In the vicinity of the Dublin parcel, 12 -inch water mains are located under Golden Gate Road and
Regional Street. In addition, a 10 -inch water main exists under the paved area directly north and west
of the Dublin parcel. The total water pressure available to the proposed project from water mains in
the project vicinity is approximately 60 -70 psi (Biagtan, pers. comm., 2000).
Pleasanton Water Division
The City of Pleasanton stores its water in a series of tank reservoirs. These reservoirs allow the City's
water supply to be delivered at a relatively constant rate over a 24 -hour period, accommodate hourly
fluctuations in demand, and provide the required fire flows and emergency reserves. Water is stored
in tanks grouped by pressures zones. The proposed project site would be located within the Lower
Zone, the main pressure zone that represents 82 percent of the total water demand for the City. The
water storage tank that is in closest proximity to the Pleasanton parcel is the 8 million gallon Foothill
F
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Reservoir, which is located at the intersection of Foothill Road and Stoneridge Drive (Cusenza, pers.
Comm.) 2000).
F7
The City's water distribution system ties into Zone 7 infrastructure at six turnouts (i.e., connections).
F From the turnouts, the City distributes treated water through a system of pipes sized to deliver water
{ at sufficient volumes and pressure to service residential, commercial, and industrial customers. Water
r._ pipes are located under most City streets; however, numerous additional water pipes will need to be
constructed or improved in order to meet the City's projected water use (City of Pleasanton, 1996).
In the vicinity of the Pleasanton parcel, a 12 -inch water main is located under Stoneridge Mall Road.
WATER DEMAND
City of Dublin
The Dublin San Ramon Services District delivers water to 7,000 homes and businesses located within
the cities of Dublin and San Ramon. DSRSD currently receives approximately 5,300 ac -ft /yr (1.7
billion gallons) of water from Zone 7 (Koltz, pers. comm., 2000). The 1998 average water demand
for DSRSD was approximately 1.3 billion gallons, or 4,000 ac -ft, of water (Webb, pers. comm.,
r- 2000).
City of Pleasanton
The City of Pleasanton supplies water to approximately 62,600 residents and a substantial business
community through nearly 19,000 residential, commercial, and irrigation meter connections. The City
,y currently receives approximately 19,000 ac -fgyr (6.2 billion gallons) of water from Zone 7 (Koltz, pers.
comm., 2000). The current water demand for the City of Pleasanton ranges from 8 to 12 million
gallons during a typical winter day and from 20 to 24 million gallons for a typical summer day (City
of Pleasanton, 1999). The average day water demand for the City is 15 million gallons, approximately
half of the peak -day water demand of 31 million gallons for 1999. The annual water demand for the
` City of Pleasanton is 5.5 billion gallons, or 16,900 ac -ft, of water.
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
CITY OF DUBLIN GENERAL PLAN
The following City of Dublin General Plan Water Supply Policies are relevant to the discussion of water
l: supply.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -19 Public Services
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Policy 4.5 -A: Base General Plan proposals on the assumption that water supplies will be sufficient
and that local wells could be used to supplement imported water if necessary.
Policy 4.5 -B: Consider obtaining water from the East Bay Municipal Utility District and other
sources.
CITY OF PLEASANTON GENERAL PLAN
The following City of Pleasanton General Plan Public Facilities policy and programs are relevant to the
discussion of water supply:
Policy 4: Ensure an adequate water system for existing and future development, and maintain
an adequate reserve of water in storage facilities.
Program 4.1: Require new development to pay its fair share of the City's water system master plan
improvements.
Program 4.2: Develop a contingency plan for potential water shortages including groundwater
management and water conservation.
Program 4.3: Work with Zone 7 to establish and monitor acceptable ranges of underground water
levels and recharge when necessary.
Program 4.4: Maintain water pressure at sufficient levels to serve residential, commercial,
industrial, and fire flow requirements as determined by the City Engineer.
Program 4.5: Require the installation of water conservation devices and drought tolerant
landscaping in appropriate locations.
Program 4.6: Utilize water reclamation methods to the fullest extent feasible.
Program 4.7: Work with Zone 7 to develop contingency plans for supplemental water sources
independent of the State Water Project.
Program 4.8: Evaluate water supply as part of the Growth Management Report.
Program 4.9: Undertake programs to educate citizens about conservation of water in the home
and in landscaping.
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ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
t The proposed project would have a significant impact on water supply if it would:
.. Require or result in the construction of new water facilities or expansion of existing facilities,
the construction of which could cause significant environmental effects; or
- Not have sufficient water supplies available to serve the project from existing entitlements and
resources.
PROJECT IMPACTS
Adequacy of Water Supply - Dublin San Ramon Services District (DSRSD)
Impact _
4.6.3a The proposed project would increase the demand for water in the DSRSD service
area, which includes the City of Dublin. Adequate supply is available to meet
this demand. Therefore, no impacts on the DSRSD's water supply would be
anticipated.
The DSRSD would supply water to the Dublin parcel of the proposed project. According to DSRSD,
the average daily water consumption for a single -family residence is 300 gallons. Therefore, the total
water demand for the Dublin parcel of the proposed project, including the 160 -unit residential complex
and the 240 -room hotel (assuming full capacity), would be 43,800,000 gallons per year, or 135 ac -ft
per year. Table 4.6.1 identifies the average water demand for the proposed project.
DSRSD is committed to providing water service to the planned developments within the DSRSD
service area, which includes the City of Dublin. DSRSD currently receives approximately 1.7billion
gallons per year, or 5,300 ac- ft /yr, of water from Zone 7 (Koltz, pers. comm., 2000). The 1998
demand for water within the DSRSD service area was only 1.3 billion gallons, or 4000 ac -ft.
Therefore, adequate water supply exists to serve the Dublin parcel of the proposed project (Webb,
pers. comm., 2000). No significant impacts on DSRSUs water supply would be anticipated.
7
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West Dublin /Pleasanton BART Station and Transit Village 4.6 -21 Public Services
TABLE 4.6.1
ESTIMATED WATER DEMAND FOR THE PROPOSED PROJECT
Land Use
Average Daily Water
Demand
Peak Daily Water Demand'
Annual Water Demand
Dublin Parcel
160 -unit residential complex'
48,000
96,000
17,520,000
240 -room hote12
72,000
144,000
26,280,000
Subtotal
120,000
240,000
43,800,00
Pleasanton Parcel
180,000 sq ft office building'
8,500
17,000
3,102,500
Total
128,500
25 7, 000
46, 902,500
' Assuming average daily water demand per single family residence is 300 gallons (DSRSD, 2000).
Z Assuming hotel is at full capacity.
3 Baez, pers. comm., 2000. (0.05 gpd per sq. ft.)
' Assumes two times average demand.
Source: DSRSD, 2000
Adequacy of Water Supply - City of Pleasanton. The proposed project would
impact increase the demand for water in the City of Pleasanton. Adequate supply is
4.6.3b
available to meet this demand. Therefore, no impacts on the City's water supply
would be anticipated.
The City of Pleasanton would supply water to the Pleasanton parcel of the project site. The total water
demand for the Pleasanton parcel, which includes the 170,000 sq. ft. office building, would be
approximately 3,102,500 gallons per year, or 9.5 ac -ft per year. The peak -day water demand for the
Pleasanton parcel would be 17,000, or 0.05 ac -ft (Table 4.6.3a).
The City of Pleasanton is committed to providing water service to planned developments within the
City of Pleasanton. The City currently receives approximately 6.2 billion gallons per year, or 19,000
ac -ft/yr of water from Zone 7 (Koltz, pers. comm., 2000). Since the current average demand for water
within the City of Pleasanton is only 5.5 billion gallons per year, or 16,900 ac- ft /yr, there is adequate
remaining water supply to serve the Pleasanton parcel of the proposed project. Therefore, no impacts
on the City's water supply would be anticipated.
iii
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C
g on System - DSRSD. The proposed
[ Adequacy of Water Stores a and Distribute
I'T'pa� project would increase the demand for water storage and distribution services
4.6.3c within the DSRSD service area. Several DSRSD water storage and distribution
facilities that could adequately serve the proposed project are located in close
proximity to the project site. Therefore, no significant impacts would be
c ; anticipated.
The proposed project would increase the demand for water storage and distribution services within the
DSRSD service area, which includes the City of Dublin The water storage tank that is in closest
-- proximity to the Dublin parcel is located approximately 1 mile to the west, in the west Dublin Hills
(Webb, pers. comm... 2000). This water storage tank has adequate capacity to serve the proposed
project (Webb, pers. comm., 2000). In the vicinity of the Dublin parcel, 12 -inch water mains are
located under Golden Gate Road and Regional Street. In addition, a 10 -inch water main exists under
the paved area directly north and west of the Dublin parcel. These water mains could serve the Dublin
parcel of the proposed project; however, additional looping of the distribution lines near the site may
be required (Biagtan, pers. comm. 2000). No significant impacts related to water storage and
_. distribution for the Dublin parcel would be anticipated.
Adequacy of Water Storage and Distribution System - City of Pleasanton.
�^ Impact The proposed project would increase the demand for water storage and
Fill
4.6.3d
distribution services within the City of Pleasanton. Several City water storage
and distribution facilities that could adequately serve the proposed project are
located within close proximity to the project site. Therefore, no significant
impacts would be anticipated.
+! The proposed project would increase the demand for water storage and distribution services within the
City of Pleasanton. In the vicinity of the Pleasanton parcel, a 12 -inch water main is located under
Stoneridge Mall Road. The water storage tank that is in closest proximity to the Pleasanton parcel is
the 8 million gallon Foothill Reservoir, which is located at the intersection of Foothill Road and
Stoneridge Drive. These facilities could adequately serve the Pleasanton parcel of the proposed project
(Cusenza, pers. comm., 2000). Therefore, no significant impacts would be anticipated.
Provision of Fire Flows- DSRSD, City of Pleasanton. DSRSD indicates that a
Impact minimum fire flow for commercial and residential development is approximately
4.6.3e 3,500 gallons per minute at a pressure of 20 psi. Adequate water supply is
available from DSRSD and the City of Pleasanton to meet the fire flow
requirements for the proposed project. No significant impacts related to the
provision of fire flows would be anticipated.
_
San Francisco Bay Area Rapid Transit District i:DAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -23 Public Services
The provision of fire flow is dependent upon having a reliable supply of water that is capable of meeting
certain pressure requirements. The DSRSD indicates that a minimum fire flow for commercial and
residential development is approximately 3,500 gallons per minute at a pressure of 20 psi (DSRSD,
2000).
Water mains within the vicinity of the proposed project are located under Golden Gate Drive, Regional
Street, Stoneridge Mall Road, and the paved area directly north and west of the Dublin parcel. The
total water pressure available to the proposed project from DSRSD water mains in the project vicinity
is approximately 60 -70 psi (Biagtan, pers. comm., 2000). In addition, the City of Pleasanton General
Plan indicates that adequate fire flow exists throughout the City, with a few exceptions in southeast
Pleasanton. Because adequate water supply is available from DSRSD and the City of Pleasanton to
meet the fire flow requirements for the proposed project, no significant impacts would be anticipated.
General Plan Consistency - City of Dublin, City of Pleasanton. The Dublin
Impact
4.6.3f General Plan and the Pleasanton General Plan both contain policies to ensure
that future developments in their respective cities are served by adequate water
supplies. Both DSRSD and the City of Pleasanton have indicated that they have
adequate water supplies to serve the proposed project. Therefore, no significant
impacts would be anticipated related to General Plan consistency.
The Dublin General Plan and the Pleasanton General Plan both contain policies to ensure that future
developments in their respective cities are served by adequate water supplies. DSRSD and the City of
Pleasanton have both indicated that they have adequate water supplies to serve the developments
proposed on the Dublin and Pleasanton parcels, respectively (Biagtan, Cusenza, pers. comm., 2000).
DSRSD and the City of Pleasanton also have adequate water storage and distribution facilities to serve
the proposed project. Therefore, no significant impacts would be anticipated related to General Plan
consistency.
MITIGATION MEASURES
No significant impacts would be anticipated with development of the proposed project. Therefore, no
mitigation measures would be necessary.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant impacts on water services would be anticipated with implementation of the proposed
project.
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Public Services 4.6 -24 West Dublin /Pleasanton BART Station and Transit Village
4.6.4 WASTEWATER SERVICE AND TREATMENT
The following section addresses wastewater service and treatment issues related to the implementation
of the proposed project. Because the wastewater service impacts associated with the proposed BART
station have already been analyzed in the DPX EIR (September 1989), this section focuses solely on
those wastewater service impacts related to the residential and commercial development proposed on
the Dublin and Pleasanton parcels.
EXISTING CONDITIONS
Wastewater collection, treatment, and disposal within the project vicinity is provided by several. public
agencies. Sewage collection within the City of Dublin is provided by the Dublin San Ramon Services
District (DSRSD), while sewage collection within the City of Pleasanton is provided by the City of
Pleasanton. DSRSD treats sewage from both the City of Dublin and the City of Pleasanton at its
wastewater treatment facility located southeast of the I- 680 /Stoneridge Drive interchange in Pleasanton.
Treated effluent from the plant is conveyed through Livermore - Amador Valley Water Management
Agency (LAVWMA) facilities, where it is merged with treated sewage from Livermore and released
into the East Bay Dischargers Authority (EBDA) system for ultimate discharge into San Francisco Bay.
WASTEWATER COLLECTION
Dublin San Ramon Services District
DSRSD owns, operates, and maintains a wastewater collection system within the cities of Dublin and
San Ramon. The total length of pipeline within this collection system is approximately 125 miles,
which includes numerous local and trunk sewer pipes. The flow that travels through the collection
system is predominantly water used in homes and businesses. It travels by gravity to the DSRSD
wastewater treatment plant located in the City of Pleasanton. The pipelines in the collection system are
maintained through the use of jet - rodder trucks, which spray high- pressure water within the sewer lines
to remove deposits of it and ease. Visual pipeline inspections are also conducted with small
P �' � P P
cameras in order to detect underground leaks.
In the vicinity of the proposed project, 8 -inch sewer mains are located under Golden Gate Road and
Regional Street and a 6 -inch sewer main exists under the paved area directly north and west of the
Dublin parcel. _
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West Dublin /Pleasanton BART Station and Transit Village 4.6 -25 Public Services
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34
City of Pleasanton
The City of Pleasanton Sewer Division is responsible for monitoring and operating the City's
wastewater collection and storm drainage systems. The total length of pipeline within this collection
system exceeds 180 miles and consists of local and trunk sewer pipes ranging in size from 6 to 33 inches
in diameter. In addition to numerous sewer mains and collectors, there are six trunk sewers and seven
pump stations in the system. This infrastructure ultimately carries sewage to the DSRSD wastewater
treatment plant. The pipelines in the collection system are inspected by the Sewer Division for Ieaks
or corrosion. The Sewer Division also maintains the City's sewer mains with an on -going flushing
program to reduce sulfide build -up.
In the vicinity of the proposed project, an 8 -inch sewer main is located under Stoneridge Mall Road.
A 10 -inch sewer main is also proposed under Stoneridge Mall Road, which should be completed by
the summer of 2001.
WASTEWATER TREATMENT
DSRSD is under contract with the cities of Dublin, San Ramon, and Pleasanton, as well as smaller areas
such as the Santa Rita Jail and Prison Facilities and Camp Parks, to provide wastewater treatment
services. In total, DSRSD serves over 98,000 residents and 1,368 commercial, industrial, and
government facilities. The City of Pleasanton is a partner with DSRSD wastewater treatment plant,
which is located immediately southeast of the I- 680 / Stoneridge Drive interchange. Current capacity
of the plant is 11.5 million gallons per day (mgd). In 1999, an average of 10 mgd of wastewater was
treated at the plant (Fowoer, pers. comm., 2000). The plant provides both primary and secondary
treatment and filtration of wastewater to be recycled. Primary treatment is a physical process that
removes large objects as well as finer solids that settle out of the water. Secondary treatment is a more
complex, biological process that uses bacteria to convert dissolved organic matter into suspended matter
that settles out.
Treated wastewater from the DSRSD plant is pumped to a storage facility that is owned and operated
by LAVWMA. Average dry weather flow (ADWF) is the average flow of sewage in the system during
non -rainy months when the lowest amounts of rainwater infiltration occur. The November 1992
Wastewater Service Agreement between DSRSD and the City of Pleasanton specifies the contractual
wastewater treatment capacity for each entity utilizing the DSRSD treatment plant. DSRSD's share
of the treatment plant capacity is approximately 4.365 mgd ADWF, while the City of Pleasanton's share
is approximately 7.135 mgd ADWF (DSRSD, 2000). In 1999, flows from the DSRSD service area,
which includes the City of Dublin, to the treatment plant were approximately 3.97 mgd ADWF.
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Public Services 4.6 -26 West Dublin /Pleasanton BART Station and Transit Village
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7
3 ) S`
Wastewater flows from Pleasanton to the plant were approximately 6.03 mgd ADWF (DSRSD, 2000).
The estimated remaining "first come -first serve" capacity of the DSRSD treatment plant during 1999
was 1.5 mgd ADWF. The current flows to the treatment plant from the City of Pleasanton were not
available due to a broken flow meter located in Pleasanton (DSRSD, 2000). Since the DSRSD flows
have been historically calculated by subtracting the City of Pleasanton's flows from the total wastewater
flow to the treatment plant, the current DSRSD flows to the treatment plant were also not available.
r-
There is a Stage IV Treatment Plant Expansion underway, expected to be completed in the year 2003,
that would increase the capacity of the DSRSD treatment plant to 17 mgd (Fowoer, pers. comm.,
2000). Agreements have been made between the City of Pleasanton and DSRSD to lease capacity
during the expansion period.
WASTEWATER EXPORT
LAVWMA is a joint powers agency created in 1974 by DSRSD and the cities of Livermore and
Pleasanton to convey treated wastewater to the EBDA system. Operations began in September 1979.
Treated wastewater from the Livermore - Amador Valley area is conveyed via a 26 -mile pipeline from
the member agencies' treatment plants, west over the Dublin grade, through Castro Valley and the City
of San Leandro, to a pipeline operated by EBDA. Once in the EBDA system, the effluent is combined
with treated effluent from four member agencies of the EBDA and dechlorinated, prior to discharge
through a common outfall pipe into San Francisco Bay. Along this route, treated wastewater from the
LAVWMA line is reclaimed by Caltrans for irrigation of landscaping along I -580 and I -80.
The design capacity of the LAVWMA system is 21 mgd of wastewater (Housen , pers. comm., 2000).
Y_ The LAVWMA export system is currently operating at 100% of capacity. The sewer flow entitlements
for the entities using the LAVWMA system are 4.77 mgd average day maximum month flow (ADMM)
for DSRSD, 7.50 mgd ADMM for the City of Pleasanton, and 8.73 mgd ADMM for the City of
Livermore (Housen, pers. comm., 2000).
LAVWMA is now undertaking design and construction of the Export Pipeline Facilities Program,
which will increase the capacity of the export system to 41.2 mgd ADMM (Housen, pers. comm.,
2000). Implementation of the Export Pipeline Facilities Program will provide the additional capacity
necessary to meet the needs of planned growth within the LAVWMA member agencies' service areas.
This program is also needed to extend the useful life of the existing export pipeline, which is corroding
and in need of repair. Construction is expected to be completed in 2003 (Housen, pers. comm., 2000).
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -27 Public Services
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RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
City of Dublin General Plan
The following City of Dublin General Plan Schools, Public Lands, & Utilities Policies are relevant to
the discussion of wastewater service:
Policy 4.4 -A: Expand sewage treatment and disposal capacity to avoid constraining development
consistent with the Dublin General Plan.
Policy 4.4 -B: Prior to project approval, developers shall demonstrate that adequate capacity will
exist in sewage treatment and disposal facilities for their projects prior to the
issuance of building permits.
City of Pleasanton General Plan
The following City of Pleasanton General Plan Public Facilities Policies and Programs are relevant to
the discussion of wastewater service:
Polity 1: Phase construction of permanent City sewer, water, and storm drainage
improvements as a condition of new development to maintain City service
standards.
Program 1.1: Coordinate developer financing with the City's Capital Improvement Program to
ensure adequate capacity for future growth.
Program 1.2: Evaluate infrastructure capacity and needed improvements as part of the City's
Growth Management Report.
Policy 2: Secure sewage capacity through all available means for residential, commercial, and
industrial development.
Program 2.1: Require new development to pay its fair share of the City's planned sewer system
improvements, including treatment, distribution, reuse, and export facilities.
Policy 3: Approve only those sewage collection, treatment, and export expansion alternatives
that are cost and energy efficient and do not create a health hazard.
Program 3.1: Utilize wastewater reuse /reclamation methods to the fizllest extent feasible.
EDAW Son Francisco Bay Area Rapid Transit District
Public Services 4.6 -28 West Dublin /Pleasanton BART Station and Transit Village
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ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
a ,r
The proposed project would have a significant impact on wastewater service and treatment if it would:
i„
• Require or result in the construction of new wastewater treatment facilities or expansion of
existing facilities, the construction of which could cause significant environmental effects; or
• Result in a determination by the wastewater treatment provider that serves or may serve the
project that it has inadequate capacity to serve the project's projected demand in addition to the
provider's existing commitments.
PROJECT IMPACTS
Impact
Adequacy of Wastewater Collection System - DSRSD. The proposed project
would increase the demand for wastewater collection services within the DSRSD
service area. Several DSRSD collection facilities are located within close .
pro )dmity to the project site. According to DSRSD, these facilities could serve the
proposed project. Therefore, no significant wastewater collection impacts would
beant c a"ied with the proposed project.
The proposed project would increase the demand for wastewater collection services within the project
vicinity. The collection facilities located in the project area include 8 -inch sewer mains under Golden
Gate Road and Regional Street and a 6 -inch sewer main under the paved area directly north and west
of the Dublin parcel. According to DSRSD, these sewer mains would be able to serve the proposed
project (DSRSD, 2000). Therefore, no significant wastewater collection impacts would be anticipated
with the proposed project.
Impact Adequacy of Wastewater Collection System - City of Pleasanton. The
4.6-4b proposed project would increase the demand for wastewater collection services
within the City of Pleasanton. The City's wastewater collection facilities within
the vicinity of the project site include an 8 -inch sewer main located under
Stone.ridge Mall Road. An additional 10 -inch sewer main under Stone-ridge Mall
Road will be completed by the summer of 2001. According to the City of
Pleasanton, these facilities could adequately serve the proposed project.
Therefore, no significant wastewater collection impacts would be anticipated
with the proposed project.
s--
San Francisco Bay Area Rapid Transit District EDA
West Dublin /Pleasanton BART Station and Transit Village 4.6 -29 Public Services
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318
The proposed project would increase the demand for wastewater collection services within the City of
Pleasanton. An 8 -inch sewer main currently exists under Stoneridge Mall Road, which is directly south
of the Pleasanton parcel. In addition, a 10 -inch sewer main is also proposed under Stoneridge Mall
Road, which should be completed by the summer of 2001. These wastewater collection facilities could
adequately serve the proposed project (Cusenza, pers. comm., 2000). Therefore, no significant impacts
related to wastewater collection services would be anticipated with implementation of the proposed
project.
Impact Adequacy of Treatment Capacity. The proposed project would generate
4.6-4c approximately 66,500 gpd of wastewater. The DSRSD wastewater treatment
facility in Pleasanton is currently expanding its operations to accommodate a
final capacity of 17 mgd in the year 2003. Since current flows to the plant are
only averaging 10 mgd (for 1999), the plant will have adequate capacity to serve
the proposed project. The proposed project's effects on wastewater treatment
capacity would be considered less than significant.
The proposed project would increase the demand for wastewater treatment services within DSRSD's
service area. Table 4.6 -1 identifies the estimated wastewater flow generation for the proposed project.
The amount of wastewater generated by the proposed development on the Dublin and Pleasanton
parcels was estimated using flow coefficients specified in the City of Pleasanton General Plan for
proposed land uses (p. VI -19). Since the Dublin General Plan does not include such flow coefficients,
the coefficients found in the Pleasanton General Plan were used to estimate the amount of wastewater
generated by the development proposed on the Dublin parcel. Based on a flow coefficient of 145 gpd
per unit for a multi -unit residential building, the proposed 160 -unit residential building would generate
approximately 23,300 gpd of sewage. Using the same flow coefficient for the 240 -room hotel, this
proposed use would generate approximately 34,800 gpd. Based on a flow coefficient of 50 gpd per
1,000 square feet of office space, the proposed 170,000 sq. ft. office building on the Pleasanton parcel
would generate an estimated 8,500 gpd. The total amount of wastewater generated by the proposed
project would be approximately 66,500 gpd.
DSRSD is committed to providing wastewater treatment services to all of the planned developments
in the DSRSD service area and in the City of Pleasanton. In 1999, an average of 10 mgd of wastewater
was treated at the plant (Fowoer, pers. comm., 2000). The DSRSD wastewater treatment facility in
Pleasanton is currently expanding its operations to accommodate a final capacity of 17 mgd in the year
2003. With the proposed expansion, the plant would have adequate capacity to serve the project
( DSRSD, 2000). The proposed project's effects on wastewater treatment capacity would be considered
less than significant.
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -30 West Dublin /Pleasanton BART Station and Transit Village
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TABLE 4.6.2
ESTIMATED FLOW GENERATION FOR THE PROPOSED PROJECT
Use
Flow (oefficient'
Multiplier
Total Flow.Generation (gpd)
Residential Building
145 gpd /du
160 du
23,200
Hotel
145 gpd /du
240 du
34,800
Office Building
50 gpd/1,000 sq ft
170
8,500
Total
66,500
' City of Pleasanton General Plan, 1996.
2 Assuming hotel is at full capacity.
GPD = gallons per day; DU = dwelling unit (multiple family).
Adeguacy of Export Capabilities. The proposed project would generate new
Impact
4.6 -4d wastewater flow demand on the existing LAVWMA wastewater conveyance
facilities. The LAVWMA export pipeline is currently operating at 100016 of
capacity. However, the export pipeline is currently being expanded to meet
project demands. With the proposed expansion, the proposed project's effects on
t LAVWMA wastewater conveyance facilities would be considered less than
significant.
The proposed project would increase the wastewater flow demands on the existing LAVWMA
=� wastewater treatment facilities. The LAVWMA export system is currently operating at 100% of
capacity. However, LAVWMA is now undertaking design and construction of the Export Pipeline
Facilities Program, which will increase the ultimate capacity of the export system to 41.2 mgd (Housen,
pers. comm., 2000). Implementation of the Export Pipeline Facilities Program will provide the
additional capacity necessary to meet the needs of planned growth within the LAVWMA member
�~ agencies' service areas (LAVWMA, 2000). LAVWMA anticipates that construction will be completed
in 2003. With implementation of the Export Pipeline Facilities Program, the proposed project's effects
�- on LAVWMA wastewater conveyance facilities would be considered less than significant.
k
Impact General Plan Consistency - City of Dublin, City of Pleasanton. The Dublin
k 4.6-4e General Plan and the Pleasanton General Plan both contain policies to ensure
that future developments in their respective cities are served by adequate
wastewater treatment and export services. Both DSRSD and LAVWMA are
currently expanding their facilities to provide the additional capacity necessary
to serve planned developments within the cities of Dublin and Pleasanton.
Therefore, no significant impacts would be anticipated related to General Plan
t consistency.
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San Francisco Bay Area Rapid Transit District EDAW
r West Dublin /Pleasanton BART Station and Transit Village 4.6 -31 Public Services
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The Dublin General Plan and the Pleasanton General Plan both contain policies to ensure that future
developments in their respective cities are served by adequate wastewater treatment and export services.
The DSRSD wastewater treatment facility in Pleasanton is currently expanding its operations to
accommodate a final capacity of 17 mgd in the year 2003 ( DSRSD, 2000). In addition, LAVWMA
is undertaking design and construction of the Export Pipeline Facilities Program, which would increase
the ultimate capacity of the export system to 41.2 mgd (Housen, pers. comm., 2000). The expansion
of both of these facilities would provide the additional capacity necessary to meet the wastewater
treatment and export needs of planned growth within the cities of Dublin and Pleasanton. Therefore, ag
no significant impacts would be anticipated related to General Plan consistency.
Imo'
MITIGATION MEASURES
No significant impacts would be anticipated with implementation of the proposed project. Therefore,
no mitigation is necessary.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant wastewater service or treatment impacts would be anticipated with implementation of
the proposed project.
4.6.5 SCHOOLS
The following section addresses the potential impacts to schools upon implementation of the proposed
project. Because no student - generating uses are proposed on the Pleasanton parcel, the analysis focuses
on the project's effects on the Dublin Unified School District.
EXISTING CONDITIONS
The Dublin Unified School District (DUSD) provides educational services within the City of Dublin
for grades kindergarten through twelve. The DUSD currently contains eight schools, including four
elementary schools (Dublin, Frederiksen, Murray, and Nielsen), one middle school (Wells), two high
schools (Dublin and Valley), and one adult education school. DUSD currently serves approximately
3,897 students (Dublin Unified School District, 2000).
Table 4.6.3 identifies the 1999 -2000 school year enrollment for the DUSD. The DUSD currently
staffs teachers for grades kindergarten through third at a ratio of 20 students to 1 teacher (20:1).
EDAW Son Francisco Bay Area Rapid Transit District
Public Services 4.6 -32 West Dublin /Pleasanton BART Station and Transit Village
Grades four and five are staffed at a ratio of 30:1 with a contract maximum of 32 students per teacher.
Wells Middle School is currently staffed at 25.5:1, although some classes at Wells are as large as 31
students. Dublin High School is staffed at 27:1 for all classes except Freshman English, Pre - Algebra,
k and Algebra, which are staffed at 20:1. Valley High School, the only continuation school within the
DUSD, is currently staffed at a ratio of 17:1.
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TABLE 4.6.3
DUBLIN UNIFIED SCHOOL DISTRICT ENROLLMENT, 1999 - 2000 SCHOOL YEAR
Grade Level
School
K
1
2
3
4
5
6
7
8
9
10
11
12
TOTAL
Dublin Elementary
62
73
62
56
75
55
383
Frederiksen
102
108
108
120
124
112
674
Nielsen
56
51
51
85
54
61
358
Murray
59
54
64
77
72
73
399
Wells
329
331
286
946
Dublin High
297
280
225
241
1043
Valley High
10
26
58
94
Subtotal
279
286
285
338
325
301
329
331
286
297
1 290
251
299
3897
Source: California Basic Educational Data System (CBEDS)Enrollment Figures for 1999 -2000 School Year
(CBEDS, 2000).
l
Students generated by proposed residential developments within the City of Dublin were estimated to
require expansion of the DUSD- s existing educational facilities or construction of new facilities. The
F7 elementary schools within DUSD have been experiencing overcrowding for quite some time, and in
order to relieve this overcrowding, Dublin Elementary School was reopened in 1997. In addition, the
new Dougherty Elementary School will be opening in the Fall of 2000. In order to alleviate
overcrowding at Wells Middle School, a new middle school is currently in the planning stages. The
new middle school is expected to open in the fall of 2004. Expansion of the high schools is not
E
necessary at this time (Stephens, 2000).
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
City of Dublin General Plan
r
The following City of Dublin General Plan Schools, Public Lands and Utilities policies are relevant to
.� the discussion of schools:
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6-33 Public Services
Policy 4.1 -A: Cooperate with the Dublin Unified School District to ensure preservation of surplus
sites compatible with surrounding land uses and Housing Element objectives.
Policy 4.1 -C: Initiate preparation of site plans or specific plans jointly with the Dublin Unified School
District prior to sale.
ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on schools if it would:
• result in the generation of students greater -than could be accommodated by existing or
proposed DUSD school facilities.
PROJECT IMPACTS
Increased Demand for School Services -City of Dublin. The proposed project
Impact
4.6.5a would increase the demand for school services within the Dubline Unified School
District (DUSD). Because a new elementary school is opening in the Fall of 2000
and a new middle school is anticipated to open in the Fall of 2004, the DUSD
would have sufficient capacity to serve the students generated by the proposed
project. No significant school facility impacts would be anticipated.
The residential component of the proposed project within the City of Dublin would increase the
a
demand on DUSD facilities by increasing the number of new families residing in the city. The hotel
and office uses of the proposed project would not be expected to affect DUSD facilities. The DUSD
-
student generation rate for multi- family residential buildings was not available at the time this report
was prepared. However, the student generation rate for the Pleasanton Unified School District
(PUSD), which has similar demographics and student enrollment as the DUSD, was available. Based
on the PUSD student generation rate of 0.73 per single family residence (no multi- family student
generation rate was available), the proposed project would generate an estimated 117 students (City
of Pleasanton, November 1998). These students would be dispersed among the elementary schools,
middle school, and high schools in the local area depending upon the age of the students. The DUSD
is currently expanding their educational facilities to accommodate an increase in the number of school -
age children associated with recent growth within the city. The Dougherty Elementary School is
opening in the Fall of 2000, and a new middle school is anticipated to open in the Fall of 2004.
Expansion of DUSD's high school facilities is not needed at this time (Stephens, pers. comm., 2000).
EDAW San Francisco Bay Area Rapid Transit District
Public Services 4.6 -34 West Dublin /Pleasanton BART Station and Transit Village
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F71'.
With the construction of these new school facilities, the DUSD would have sufficient capacity to serve
the students generated by the proposed project (Stephens, pers. comm., 2000). No significant school
facility impacts would be anticipated.
MITIGATION MEASURES
s
No significant impacts would be anticipated with development of the proposed project. Therefore, no
mitigation measures would be necessary.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant impacts or school services would be anticipated with implementation of the proposed
t. project.
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San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.6 -35 Public Services
4
4.7 PUBLIC HEALTH AND SAFETY
4.7.1 EXISTING CONDITIONS
The discussion of public health and safety issues within the project area was developed through a review
of existing environmental records to identify agency listings of sources of hazardous materials which
might affect the project area as well as a review of the Preliminary Site Assessments conducted on the
project site (Bechtel Environmental, Inc., 1990 and 1991).
GENERAL GEOLOGIC AND GROUNDWATER CONDITIONS
The proposed project is located in the Amador Valley region of northern Alameda County, within the
California Coast Ran g es Physiographdc Province. The project area consists of deep, geologically
recent
-- alluvial deposits containing gravel, sand, silt, and clay. The reported depth to the water table is in the
range of 8 to 19 feet (Bechtel Environmental, Inc., 1990). Groundwater occurs at depths as shallow
_ as 8 feet. Historically, groundwater flows within the Dublin/Pleasanton area have been in a south to
southwest direction, although a review of some groundwater reports indicates a flow to the east
(Bechtel Environmental, Inc., 1990).
REVIEW OF ENVIRONMENTAL DATABASES AND REGULATORY AGENCY RECORDS
r✓
A database search was conducted on May 9, 2000, for known sites with potential or existing hazardous
materials within a 1.25 mile radius of the center of the project site (VISTAinfo). The databases are
based on records kept by federal, state, and local agencies that are responsible for recording incidents
of contamination and permitting transfer, storage; .or disposal facilities that handle hazardous materials.
Individual sites can occur on several lists and are sometimes repeated under different names. A
summary of the primary listings is presented below.
REVIEW OF FEDERALLY REPORTED DATA
National Priorities List of Superfund Sites
The National Priorities List of Superfund Sites (NPL) is the U.S. Environmental Protection Agency
(EPA) database of hazardous waste sites currently identified and targeted for cleanup action under the
Superfund Program. The NPL database was last updated in January 2000. A search of the National
'Priorities List identified no Superfund sites within the search radius of 1.25 miles from the central
portion of the project area.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.7 -1 Public Health and Safety
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Comprehensive Environmental Response, Compensation, and Liability Information System M
Mandated as part of the 1980 Superfund Act, the Comprehensive Environmental Response,
Compensation, and Liability Information System ( CERCLIS) database is an EPA compilation of sites
identified as known or suspect abandoned, inactive, or uncontrolled hazardous waste sites that may
require cleanup. A search of the CERCLIS database, which was last updated in October 1999,
identified one site within the search radius of 1.25 miles from the central portion of the project site.
The following location was listed:
• 7035 Commerce Circle (Pleasanton), Nuclepore Corporation.
Further information on the above site was provided by the regional leaking underground storage tank
information system (LUSTIS) database, which is discussed below.
Emergency Res,ponse Notification System
The Emergency Response Notification System (ERNS) is an EPA database of reported releases of oil
and other hazardous substances. A search of the ERNS database, which was last updated in August
1999, identified one site within the search radius of 1.25 miles from the central portion of the project
site. The following location was listed: grrr
• 6900 Amador Plaza Road (Dublin), Montgomery Ward.
The above site is located approximately 0.23 mile north of the central portion of the project site.
According to the information presented in the ERNS database, 12,500 gallons of unleaded gasoline
were spilled on November 25, 1988. No information is available pertaining to the extent of
contamination at this site.
Resource Conservation and Recovery Information System
The Resource Conservation and Recovery Information System ( RCRIS) is an EPA database which
includes selective information on sites which generate, transport, store, treat, and /or dispose of
hazardous waste as defined by the Resource Conservation and Recovery Act (RCRA). Identification
on this list does not necessarily indicate that a violation of a hazardous waste regulation has occurred.
The RCRIS database was last updated in December 1999. A search of the RCRIS database identified
ten sites within the search radius of 1.25 miles from the central portion of the project site that are
registered under RCRA as small generators of hazardous waste. RCRA small generators are facilities
EDAW San Francisco Bay Area Rapid Transit District
Public Health and Safety 4.7 -2 West Dublin /Pleasanton BART Station and Transit Village
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k that generate less than 1,000 kg per month of non - acutely hazardous wastes. The following locations
were listed:
t 1388 Stoneridge Mall (Pleasanton), Expressly Portraits, Inc.
6401 Golden Gate Dr (Dublin), Gallucci Body and Paint
6429 Golden Gate Dr (Dublin), Dublin Auto
• 7100 Regional St (Dublin), Grand Auto, Inc.
• 7544 Dublin Blvd (Dublin), Crown Chevrolet
• 6956 Amador Plaza Blvd (Dublin), Martinizing Dry Cleaning
• 5940 Stoneridge Mall Rd (Pleasanton), Stoneridge Motor, Inc.
7192 Regional St (Dublin), Wolf Camera No. 989
f-. 7201 Regional St (Dublin), Rite Aid No. 5936
7099 Amador Plaza Blvd (Dublin), Dublin Honda
wNone of the above sites, which are all located less than 3/8 mile from the project site, are currently
undergoing "corrective actions." A "corrective action order" is issued pursuant to RCRA Section 3008
E~ (h) in the event of a release of hazardous waste or constituents into the environment from a RCRA
facility.
Review of California Reported Environmental Data
CAL -SITES Database
e The CAL -SITES database is compiled by the California Environmental Protection Agency (Cal -EPA)
t and includes known and potential hazardous waste sites as well as sites targeted for clean -up. A search
of the CAL -SITES database, which was last updated in October 1999, identified one location within
a search radius of 1.25 miles from the central portion of the project area. The following location was
listed:
• 2035 Commerce Circle (Pleasanton), Nuclepore Corporation.
The above site, which is located approximately 0.7 mile east,of the project site, is a former annual
t workplan site and has subsequently been referred to the Regional Water Quality Control Board. No
additional information is available.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.7 -3 Public Health and Safety
t
CORTESE Database
The CORTESE database is compiled by Cal -EPA and the Office of Environmental Protection, Office
of Hazardous Materials, and identifies potential and confirmed hazardous waste sites throughout the
State of California pursuant to Government Code Section 65962.5. These hazardous waste sites
include public drinking water wells with detectable levels of contamination, hazardous substance sites
selected for remedial action, sites with known toxic material identified through the abandoned site
assessment program, sites with known underground storage tanks (USTs) having a reportable release,
and solid waste disposal facilities from which there is known migration. The CORTESE database was
last updated in April 1998. A search of the CORTESE database identified thirteen sites within a search
radius of 1.25 miles from the central portion of the project site. The following locations were listed:
• 6900 Amador Plaza (Dublin), Montgomery Ward
• 7007 San Ramon Valley (Dublin), Chevron #95542
• 7240 Dublin Blvd (Dublin), Chevron #92582
• 6300 Clark (Dublin), Lucky Stores
• 7850 Amador Valley Blvd (Dublin), Unocal
• 7840 Amador Valley Blvd (Dublin), Exxon
• 6973 Village Parkway (Dublin), Corwood Car Wash
• 11555 Dublin Blvd (Dublin), Hexel
• 7400 Amador Valley Blvd (Dublin), Dodge Property
• 7375 Amador Valley Blvd (Dublin), Unocal
• 6207 Sierra Ct (Dublin), Old Herald News Building
• 7194 Village Parkway (Dublin), Oil Changers #301
• 7191 Village Parkway (Dublin), BP Oil Facility #11116
Further information on most of the above sites was provided by the leaking underground storage tank
information system ( LUSTIS) database, which is discussed below. In addition, the CORTESE
database indicated that the Montgomery Ward incident consisted of a leaking gasoline tank; however,
this site was not listed in the LUSTIS database. No additional information regarding this incident was
provided except that a leak monitoring system is currently present at the site in order to detect the
presence of future gasoline leaks.
Toxic Pit List
The Toxic Pit database is compiled by the State Water Resources Control Board (SWRCB) and
identifies sites which are subject to the Toxic Pit CIeanup Act. The database contains sites suspected
EDAW San Francisco Bay Area Rapid Transit District
Public Health and Safety 4.7 -4 West Dublin /Pleasanton BART Station and Transit Village
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a of containing hazardous substances where cleanup has not been completed. A search of the Toxic Pit
database, which was last updated in February 1995, identified no sites within a search radius of 1.25
miles from the central portion of the project area.
r- Leaking Underground Storage Tank Information System Database
k
The Leaking Underground Storage Tank Information System ( LUSTIS) database is compiled by the
3.
SWRCB and contains an inventory of reported leaking underground storage'tanks A(LUSTs) statewide.
F A search of the LUSTIS database, which was last updated in January 2000, identified 24 leaking tanks
(three repeats) within a search radius of 1.25 miles. Of the reported leaking tanks, 12 were also listed
on the CORTESE database, although two of these sites were listed with differing addresses. The
,. following locations were listed:
i'
• 6700 Golden Gate Dr (Dublin), Bedford Properties
• 6850 Regional St (Dublin), Transamerica Title Company
• 7575 Dublin Blvd (Dublin), Montgomery Ward
F7 7499 Dublin Blvd (Dublin), Shamrock Ford
• 7420 Dublin Blvd (Dublin), Chevron #92582
7007 San Ramon Rd (Dublin),Chevron #95542
7099 Amador Plaza Rd (Dublin), Dublin Honda
6300 Clark (Dublin), Lucky Stores
7850 Amador Valley Blvd (Dublin), Unocal
7840 Amador Valley Blvd (Dublin), Exxon
n— 6841 Village Parkway (Dublin), Continental Baking Company
6973 Village Parkway (Dublin), Corwood Car Wash
• 7667 Amador Valley Blvd (Dublin), Amador Valley Medical Clinic
• 7608 Amador Valley Blvd (Dublin), Target
• 11555 Dublin Blvd (Dublin), Hexel
7400 Amador Valley Blvd (Dublin), Dutch Pride Dairy
• 7375 Amador Valley Rd (Dublin) Unocal
• 6207 Sierra Ct (Dublin), Old Herald News Building
i 7043 Commerce (Pleasanton), Valley Crest Landscape, Inc.
• 7194 Village Parkway (Dublin), Oil Changers #301
7197 Village Parkway (Dublin), BP Oil Facility # 11116
According to the LUSTIS database, remediation of 14 of these incidents has already been completed,
and the cases have consequently been closed. The incidents occurring at the BP Oil Facility #11116
i San Francisco Bay Area Rapid Transit District `fDAW
West Dublin /Pleasonton BART Station and Transit Village 4.7 -5 Public Health and Safety
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and the Chevron Station. #92582 are currently undergoing pollution characterization studies to
determine the extent of contamination at the site. In both of the aforementioned incidents,
groundwater has been affected, however, no additional information was available. The incidents
occurring at Oil Changers #301 and Unocal (7850 Amador Valley) both involved gasoline leaks and
Preliminary Site Assessments (PSAs) are currently underway at both locations. The Chevron #95542
incident consisted of gasoline leaks, and a remediation plan is currently being developed. The Lucky
Store incident consisted of gasoline leaks affecting soil only. Information provided in the LUSTIS
database indicates that the gasoline leaks are currently being confirmed on -site; therefore, no
enforcement has been taken as of yet for the Lucky Store incident. The Hexel incident involved leaks
of miscellaneous motor vehicle fuels, and the storage tank on the site has subsequently been closed. No
additional information was available.
Underground Storage Tanks Database
The Underground Storage Tanks Database (UST) database is compiled by the SWRCB and lists
registered underground storage tanks. USTs are regulated under Subtitle 1 of RCRA. Identification
on this list does not necessarily indicate that a hazardous waste incident or release has occurred. The
wM
UST database was last updated in January 1994. A search of the UST database identified 18 (three
repeats) underground storage tanks sites within a 0.5 mile radius from the central portion of the project
area. Of these sites, 9 are listed on the LUSTIS database as leaking tanks. The following locations were
listed:
• 1500 Stoneridge Mall (Pleasanton), JC Penney Store #389
• 6511 Golden Gate Dr (Dublin), International Clinical Laboratory
6511 Golden Gate Dr (Dublin), Micro Bio Science
• 6700 Golden Gate Dr (Dublin ), Unisource Corporation
• 7100 Regional St (Dublin), Grand Auto, Inc.
i
• 7544 Dublin Blvd (Dublin), Crown Chevrolet
• 7575 Dublin Blvd (Dublin), Montgomery Ward
• 7499 Dublin Blvd (Dublin), Shamrock Ford
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• 6900 Amador Plaza (Dublin), Montgomery Ward
• 7420 Dublin Blvd (Dublin), Chevron #92582
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• 7007 San Ramon Valley (Dublin), Chevron #95542
• 7240 Dublin Blvd (Dublin), Dublin Auto Wash
• 7099 Amador Plaza Rd (Dublin), Dublin Honda
• 6300 Clark Ave (Dublin), American Stores Company Data Center
• 11599 Dublin Blvd (Pleasanton), Cop Canyon Meadows Booster
EDAW Son Francisco Bay Area Rapid Transit District
Public Health and Safety 4.7 -6 West Dublin /Pleasanton BART Station and Transit Village
As previously noted, all of these registered USTs are located less than 0.5 mile from the central portion
of the project site. Of these sites, 13 are located within 3/8 (0.375) mile from the project site. The
registered UST in closest proximity to the proposed project site is located at the JC Penney Store #389,
approximately 0.12 miles southeast of the central portion of the project area.
FE
k- Review of Focally Reported Environmental Data
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San Francisco Bay Fuel Leaks List
The San Francisco Bay Fuel Leaks List ( SFBFL) is compiled by the Regional Water Quality Control
Board (RWQCB), Region #2 (San Francisco Bay) and identifies incidents of fuel leaks within its
jurisdiction. A search of the SFBFL database, which was last updated in January 2000, identified 26
leaking tanks (three repeats) within a search radius of 1.25 miles. 21 of these reported fuel leaks were
_ also listed in the LUSTIS database as state leaking underground storage tanks (LUSTs) and discussed
r above. Therefore, this discussion will focus on the two remaining regional LUSTs located at the
following sites:
• 7544 Dublin Blvd (Dublin), Crown Chevrolet
• 7035 Commerce Cir (Dublin), Nuclepore Corporation
The Crown Chevrolet incident consisted of leaks of miscellaneous motor vehicle fuels, and the storage
tank has subsequently been closed. The Nuclepore Corporation incident also involved leaks of
miscellaneous motor vehicle fuels for which no enforcement action has been taken as of yet. The
Nuclepore incident is currently an active case of the San Francisco Bay Regional Water Quality Control
Board. No additional information was available for either listed site.
Review of Technical Documents for the DPX Protect
A Geology /Seismology and Hazardous Materials Technical Report was prepared for the DPX Project
r by Woodward -Clyde Consultants in September 1989. The Hazardous Materials section of this report
7 focused on the results of a visual site inspection of the DPX project area, including the project site and
a search of readily available agency records at the EPA, the State Department of Health Services
(DHS), and the San Francisco Bay RWQCB.
Based on information provided by the database searches for the Geology /Seismology and Hazardous
�^ Materials Technical Report, the following locations within the project vicinity were identified as
potential sites of concern for hazardous material contamination:
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.7 -7 Public Health and Safety
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• 6401 Golden Gate Dr (Dublin), Gallucci Body and Paint
• 7544 Dublin Blvd (Dublin), Crown Chevrolet
• 6850 Regional St (Dublin), Transamerica Title Company
The Hazardous Materials Technical Report concluded that further investigation was required to define
the areas of contamination and determine means of avoiding, containing, or cleaning up these sites
prior to commencement of construction activities. This report recommended the completion of a
Preliminary Site Assessment for the DPX project.
Review of Preliminary Site Assessments for the DPX Project
PhaseA Preliminary SiteAssessment
Based on recommendations of the Hazardous Materials Technical Report for the DPX EIR, a Phase
A Preliminary Site Assessment was completed for the DPX Project by Bechtel Environmental, Inc. in
December 1990. This report focused on the collection and evaluation of information on past
operations within the project area involving hazardous materials, which may have contaminated a site
and would therefore pose a potential hazard to human health or the environment. Upon further review
of agency records and more - detailed visual site inspections, the following locations near the vicinity of
the project site were found to pose a potential human health or environmental hazard related to
hazardous material contamination:
• The corridor adjacent to the Hexel property on Dublin Boulevard west of Donlan
Boulevard in Dublin;
• North parking lot (currently referred to as "Dublin parcel") in the following areas:
Unisource Warehouse parcel; north end of lot near Crown Chevrolet at 7544
Dublin Blvd and Montgomery Ward at 7575 Dublin Blvd; and east end of lot
adjacent to Gateway Plaza auto shops and Enea Business Park;
• North of I -580/1 -680 interchange in Dublin near the Chevron Station at 7420
Dublin Boulevard and Lucky Stores at 6300 Clark Avenue;
• South of I -580/1 -680 interchange in Pleasanton near Nuclepore Corporation at
7035 Commerce Circle.
The Montgomery Ward site was of primary concern within this section of the DPX Project area.
Leaking underground storage tanks were reported m November 1983 at this auto maintenance /gasoline
dispensing facility located within 0.25 mile north of the proposed project site. The tanks have
3
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subsequently been removed and the gasoline dispensing operation has ceased, thereby removing the
source of contamination. However, soil contamination was observed to a depth of 20 feet from the
surface. Contamination was also identified in the groundwater located at 8 to 12 feet from the surface.
Bechtel Environmental, Inc. concluded that there is a potential for groundwater migration of
contaminants toward the project site. However, the VISTAinfo report conducted for the project site
indicated that remediation of the Montgomery Ward site has been completed, and it is no longer an
active case of the SWRCB. Information for the remaining sites was not available for review.
Based on the findings of the Phase A Site Assessment, sufficient evidence was prevalent to recommend
a Phase B Site Assessment for selected areas of concern within the DPX project area. This Phase B Site
Assessment would further define areas of potential contamination that could be encountered during
excavation and construction activities for the DPX project.
Pbase B Site Assessment
A Phase B Site Assessment was prepared for the DPX Project by Bechtel Environmental, Inc. in April
1991.
The main objective of the Phase B Site Assessment was to finalize a list of sites recommended for the
field sampling and testing program, through which the presence or absence of contaminated soil or
groundwater within the DPX Project area would be confirmed. Based on the results of this assessment,
the following sites located within the vicinity of the proposed West Dublin/Pleasanton BART Station
and Transit Village were recommended for monitoring and/or field sampling prior to the
commencement of project-related construction activities:
• Undeveloped parcel at south end of Golden Gate Drive in Dublin
Area north and east of the Dublin parcel, adjacent to auto shops on Golden Gate
Drive, Enea Retail Plaza Business Center, and the Smith-Kline Labs (now the Micro
Bio Science Laboratory)
In addition, the Phase B Site Assessment recommended that some lower priority sites within the DPX
Project area undergo monitoring during construction activities. Field sampling of potential soil or
groundwater contamination was not necessary for these locations, but Bechtel Environmental, Inc.
concluded that past operations at these sites involving hazardous wastes warranted monitoring during
construction activities. 'Me following is a list of sites recommended for construction monitoring near
the proposed project site:
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 4.7-9 Public Health and Safety
• 7544 Dublin Boulevard (Dublin), Crown Chevrolet
• Golden Gate Drive (Dublin), Unisource Warehouse (now Cor -O -Van Warehouse)
• 6511 Golden Gate Drive (Dublin), Smith -Kline Laboratory (now Quest Diagnostics)
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
City ofDublin
The following City of Dublin General Plan Seismic Safety and Safety Policies are relevant to the
discussion of public health and safety:
Policy 8.2.4 -A
Policy 8.2.4 -B:
Policy 8.2.4 -C
City ofPleacsnnton
Maintain and enhance ability to regulate use, transport, and storage of
hazardous materials and to quickly identify substances and take appropriate
action during emergencies.
Implement the Alameda County Hazardous Waste Management Plan, when it
is approved by the State.
Adopt an ordinance to regulate handling, transport, and storage of hazardous
materials and hazardous waste.
The following City of Pleasanton General Plan Public Safety and Air Quality goals, policies, and
programs are relevant to the discussion of public health and safety:
Policy 5: Review proposed projects for their potential to generate hazardous air pollutants.
Program 5.1: Include the Fire Department's hazardous materials specialist in staff' review
procedures for proposed land uses which may handle, store, or transport lead,
mercury, vinyl chloride, benzene, asbestos, beryllium, and other hazardous
materials.
Program 5.2: Require uses which utilize hazardous materials to submit emergency response
plans for possible spills, leaks, or other accidental emissions of hazardous
materials.
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Program 5.3:
Update and implement the City's hazardous materials response program for
accidental emissions of hazardous materials.
Goal 5: To minimize the risks to life and property due to'potential exposure to hazardous
t^: materials
Policy 16: Regulate the transportation, delivery, use, and storage of hazardous materials
4 - . within the City limits.
Program 16.1: Enforce the provisions of the City's Hazardous Materials Storage Permit
Ordinance.
Program 16.3: Expand the Fire Department's automated data system to speed identification of
hazardous materials and users in the event of an emergency.
Policy 17: Ensure that hazardous materials and potential contamination are remediated prior
to development.
Program 17.1: Require a site - specific soils report for new development where there is a history
of prior industrial or agricultural land use activities.
4.7.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on public health and safety if it would:
• Create a significant hazard to the public or environment through reasonable foreseeable
upset and accident conditions involving the release of hazardous materials into the
environment; or
F
Be located on a site which is included on a list of hazardous materials sites compiled
pursuant to Government Code Section 65962.5 and, as a result, would it create a significant
l hazard to the public or the environment;
San Francisco Bay Area Rapid Transit District
West Dublin /Pleasanton BART Station and Transit Village 4.7 -11
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Public Health and Safety
PROJECT IMPACTS
Impact Potential Human Exposure to Soil Contaminants. The proposed project would
be located within an area that has numerous reported incidents of hazardous
4.7 -� materials contamination. Project construction could potentially expose
construction workers and sensitive receptors to hazardous materials in the area.
Site residents and hotel occupants could also be exposed to soil contaminants,
both identified and unidentified, in the project vicinity. This would be
considered a potentially significant impact.
Multiple sites located within the vicinity of the proposed project have the potential to contaminate the
soils or shallow groundwater in the local area. Although most of the reported leaking underground
storage tanks listed in the LUSTIS database have been remediated, pollution characterization has yet
to be completed at some sites within close proximity to the project site. For example, the extent of
contamination resulting from the Crown Chevrolet incident at 7544 Dublin Boulevard has yet to be
determined. The Phase B Site Assessment for the DPX Project recommended field sampling
downgradient of the site to detect the presence of potential contamination resulting from the leaking
tank at this location. Likewise, the Chevron incident at 7420 Dublin Boulevard, which affected both
soil and groundwater, has not been completely remediated; some contaminated soil is still present at
the site. The Phase B Site Assessment also recommended field sampling at this location, although it was
known as the BP Oil Station at that time. The extent of contamination resulting from the Chevron
incident at 7007 San Ramon Road has also not been determined as of yet. A remediation plan for this
site is currently being developed, but the extent of groundwater contamination is not certain at this
time. This site is not mentioned in the Phase B Site Assessment for the DPX Project. The extent of
pollutant contamination at two additional sites, the Unocal Station at 7850 Amador Valley Boulevard
and the BP Oil Facility at 7191 Village Parkway, is uncertain at this time. However, these sites are
both located more than 0.5 mile north of the project site, so less potential exists for these incidents to
contaminate the soils and groundwater within the vicinity of the proposed project.
Construction activity associated with the proposed project could expose workers or sensitive receptors
to hazardous materials through the excavation of potentially contaminated soil or groundwater.
Potential exists for the soil and groundwater at the project site to be contaminated as a result of the
leaking storage tanks reported in the project vicinity and discussed above. Construction work could
also result in the accidental spillage of materials to soils or water. Because there are numerous
registered generators of hazardous wastes and underground storage tanks within the vicinity of the
project site, the potential exists for construction workers to encounter previously unidentified areas of
contamination during excavation. Potential also exists for long -term exposure of hazardous wastes to
EDAW San Francisco Bay Area Rapid Transit District
Public Health and Safety 4.7 -12 West Dublin /Pleasanton BART Station and Transit Village
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4.8 AESTHETICS
The following section addresses the aesthetic and visual quality issues related to the implementation of
the proposed project. Because the aesthetic impacts associated with the proposed BART station have
already been analyzed in the DPX EIR (December 1989), this section solely focuses on those aesthetic
impacts related to the residential and commercial development proposed on the Dublin and Pleasanton
parcels. The existing visual environment is described first, followed by a discussion of the
environmental effects of the project. The information presented in this section is based on field
observations, aerial photography and review of relevant literature and adopted plans, including the City
of Dublin General Plan, the City of Pleasanton General Plan, the County of Alameda General Plan, and
the DPX EIR.
4.8.1 EXISTI NG _
NG CONDITIONS
REGIONAL SETTING
k
The proposed project area is located in the cities of Dublin and Pleasanton, in the central portion of
Alameda County. The cities of Dublin and Pleasanton are situated in a tree- covered valley defined by
surrounding hills. The generally undeveloped hillside and ridge line areas that enclose the region create
a scenic visual backdrop and provide a physical and visual separation from adjacent communities. I -580
forms a strong linear element dividing the commercial areas of Dublin to the north and Pleasanton to
K '
the south. The major developments to the south of I -580, including Stoneridge Mall and Hacienda
Business Park, replaced open farmland in the early 1980s. The landscape is now characterized by three-
to five -story office buildings and retail stores. These buildings are surrounded by landscaped parking
areas, which reduce the perceived scale of the development and add color to the vast area of paved
parking space.
t
Alameda County designated I -580, I -680, San Ramon Road, and Dougherty Road as scenic routes in
1966. The cities of Dublin and Pleasanton subsequently adopted these routes as scenic highways in
their respective general plans. These scenic routes provide many aesthetically - pleasing entry points to
i the cities of Dublin and Pleasanton and can affect the way visitors as well as residents see the
community. Scenic views from I -580 of undeveloped hillsides and ridge lines are expansive because
of the width of the I -580 corridor, parallel frontage roads, Iack of sound walls, and the buffer zone
between the roadway and adjacent buildings. Elevated views of the I -580 corridor and surrounding
developments are possible from the Foothill Road and I -680 overpasses. However, views of I -580
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San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.8 -1 Aesthetics
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from adjoining development in both Dublin and Pleasanton are restricted because the roadway is lower
than adjacent properties and is partially buffered by vegetation and buildings.
LOCAL SETTING
DUBLIN PARCEL
The proposed project would include the development of a 160 -unit residential complex, a 240 -room
hotel, and associated parking facilities on the Dublin parcel. Although the Dublin parcel is currently
vacant, the existing visual character of the site is dominated by commercial and office uses with the Cor-
O -Van warehouse, office buildings, and commercial buildings surrounding the site to the west, east,
and north, respectively. I -580 borders the Dublin parcel to the south. The scenic resources that exist
in the local area include distant tree - covered hills and the ridge line in the background. The dominant
sources of light and glare within the vicinity of the Dublin parcel are the lighting features present at
nearby commercial and office buildings and I -580.
PLEASANTON PARCEL
The proposed project would include the development of an office building and a parking structure on
the Pleasanton parcel, an undeveloped area located south of I -580. The existing visual character of the
Pleasanton parcel is characterized by 40 -foot trees and brush that provides a visual buffer to
development north of I -580 in the City of Dublin. However, the existing visual character of the
surrounding area is dominated by commercial and office uses, with Stoneridge Mall and associated
parking facilities to the south and multi-story office buildings to the west and east. The dominant
sources of light and glare within the vicinity of the Pleasanton parcel are the lighting features present
at the adjacent Stoneridge Mall and office parks as well as I -580 to the north and I -680 to the east.
RELEVANT GENERAL PLAN POLICIES AND PROGRAMS
CITY OF DuBLnv GENERAL PLAN
The following City of Dublin General Plan Circulation and Scenic Highways Policies are relevant to
the discussion of aesthetics:
Policy 5.6 -A: Incorporate County- designated scenic routes, and the proposed Fallon Road
extension, in the General Plan as adopted City - designated scenic routes, and work
to enhance a positive image of Dublin as seen by through travelers.
rat
EDAW San Francisco Bay Area Rapid Transit District
Aesthetics 4.8 -2 West Dublin /Pleasanton BART Station and Transit Village
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Policy 5.6 -B: Exercise design review of all projects visible from a designated scenic route.
CITY OF PLEAsANToN GENERAL PLAN
The following City of Pleasanton General Plan Land Use Policy and Program are relevant to the
discussion of aesthetics:
339,
F Policy 12: Preserve scenic hillside and ridge views of the PIeasanton Ridgeline and Southeast
hills.
Program 12.1: Implement the land use and development standards of the Pleasanton Ridgelands
Initiative of 1993 (Measure F).
a
4.8.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on aesthetics and visual resources if it would:
• have a substantial adverse effect on a scenic vista;
• substantially damage scenic resources, including, but not limited to, trees, rock
outcroppings, and historic buildings within a state scenic highway;
• substantially degrade the existing visual character or quality of the site and its surrounding;
or
• create a new source of substantial light or glare that would adversely affect day or nighttime
views in the area.
PROJECT IMPACTS
�
Visual Changes - Dublin Parcel Development of the proposed project would
Impact
4 &� alter the visual character of the Dublin parcel by constructing a multi-story hotel,
residential complex, and associated parking on land that is currently
undeveloped. However, this development would not substantially obstruct the
background views of the surrounding hillsides and would be consistent with the
commercial character of the area. Therefore, the visual impact of project
development on the Dublin parcel would be considered less than significant.
i,
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.8 -3 Aesthetics
9
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Potentially affected viewers of the proposed development on the Dublin parcel include motorists
driving along I -580, a City- and County- designated scenic highway. Since I -580 affords motorists an
expansive view of the surrounding hills and ridge line areas, the potential view blockage resulting from
the proposed multi-story hotel, residential complex, and parking structure would not be substantial.
In addition, views of the project site from Dublin Boulevard are masked by buildings on the south side
of the boulevard.
Development of the proposed project on the Dublin parcel would alter the existing visual character of
the site by constructing residential and commercial uses on currently undeveloped land. However, this
proposed development would include uses consistent with the adjacent office and commercial buildings,
and thus, would not substantially alter the overall visual character of the surrounding area. In addition,
the proposed perimeter landscaping of the hotel and residential complex as well as the planted islands
within the paved parking areas would be compatible with adjacent land uses and visual features.
Although the eight -story hotel, the four -story residential buildings, and the six -story parking garage
would be taller than the surrounding buildings, they would not be out of scale with the type or mass
of the buildings in the area. The Cor -O -Van warehouse located to the west is approximately four
stories tall (approximately 40 feet) and the Washington Mutual Bank building located to the north is
three stories. The commercial buildings to the east include one- and two -story structures, while
buildings to the south across I -580 range from three to six stories. Therefore, the overall visual impact
of project development on the Dublin parcel would be considered less than significant.
Impact Visual Changes - Pleasanton Parcel. Development of the proposed project us
would alter the visual character of the Pleasanton parcel by constructing a
multi -level office building and associated parking on land that is currently
undeveloped. This development would be visually compatible with the
surrounding areas and would not substantially obstruct the background views of
the Pleasanton Ridgeline. Therefore, the visual impact of project development on
the Pleasanton parcel would be considered less than significant.
The Pleasanton parcel is currently undeveloped, with 40 -foot trees and brush dominating the visual aril
setting. Project implementation would result in the removal of these trees and brush and replacement _
with a five -story office building and a five -story parking structure. Although the proposed project
would alter the existing visual character of the site, it would not substantially affect the overall visual
character of the surrounding area due to the prevalence of office and commercial uses in the local
vicinity. Potentially affected viewers of the proposed development on the Pleasanton parcel include
motorists driving along I -580 and I -680, which are both City- and County- designated scenic highways.
However, views of the Pleasanton Ridgeline and surrounding undeveloped hillsides, as observed by
VO
EDAW San Francisco Bay Area Rapid Transit District
Aesthetic 4.8 -4 West Dublin /Pleasanton BART Station and Transit Village
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- the residents that would occupy the proposed residential building as well as guests of the proposed
hotel. These sensitive receptors could potentially be exposed to contaminated soil as well as to
accidental spills or leaks of hazardous wastes from nearby sources. Also, biological resources could be
° degraded by exposure to hazardous materials. The uptake of contaminants by plant roots can
bioaccumulate in wildlife, adversely affecting the health of individual species. This would be considered
a potentially significant impact.
4.7.3 MITIGATION MEASURES
The following mitigation measures are necessary to mitigate public health and safety impacts to a less-
than- significant level:
F Mitigation
Potential Human Exposure to Soil Contaminants. In order to determine the
extent of soil and groundwater contamination on the site, field sampling prior to
the commencement of construction activities shall be conducted. This sampling
shall be consistent with the field sampling for the project site outlined in the
Field Investigation Work Plan prepared for the DPX Project (Bechtel
i.
Environmental, Inc., 1991) and shall consist of soil borings and groundwater
monitoring wells located throughout the project site. In addition, a Health and
r'7 Safety Plan shall be developed that outlines safety procedures to follow in the
event of accidental spills or the unearthing of contaminated soil or groundwater
during construction activities. This Health and Safety Plan shall also be
consistent with the safety guidelines set forth in the Field Investigation Work
Plan.
If contaminants are identified on the site, a remediation plan shall be developed
consistent with applicable local, state, and federal regulations. Remediation of
any site contaminants shall be completed prior to the issuance of building
permits for the proposed project, consistent with applicable regulations.
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4.7.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
Following implementation of the mitigation measures discussed above, impacts on public health and
safety would be reduced to a less- than - significant level.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.7 -13 Public Health and Safety
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motorists on I -580 and I -680, would not be significantly obstructed by the proposed office building
and parking structure. The heights of the proposed buildings would be consistent with the existing
multi- level buildings in the area. The office building located directly west of the Pleasanton parcel is
four stories tall, while the adjacent office buildings to the east are three and four stories tall. Further
-. to the west and adjacent to I -580, the Wyndham Garden Hotel and the Safeway building (currently
under construction) are both six stories tall. Because the proposed five -story office building and five-
story parking structure are comparable in height to existing multi-level buildings in the area, they would
not result in any additional view blockage. The overall visual impact of project development on the
Pleasanton parcel would be considered less than significant.
Increased Light and Glare. Development of the proposed project would create
Impact
new sources of light and glare in the project area. However, light and glare
4.8 -3 would be minor and consistent with the appearance of the surrounding area.
This would be a less - than - significant impact.
The development of a BART station, residential complex, hotel, office building, and associated parking
facilities in the project area would create new sources of light and glare within the local vicinity.
However, the existing lighting environment of both the Dublin parcel and the Pleasanton parcel can
be categorized as "urban lit" due to the lighting features present at adjacent commercial and office
buildings, parking lots, and I -580 and I -680. Light and glare associated with the proposed project
i. would be consistent with the appearance of the surrounding area and would not adversely affect
daytime or nighttime views in the area. Therefore, the light and glare impacts associated with the
proposed project would be considered less than significant.
Impact Consistency with General Plan - City o Dublin. According to the Dublin
V. General Plan, the City of Dublin shall exercise design review of all projects
within Dublin that are visible from a designated scenic route. The City's
implementation of design review would ensure that the proposed project would
be consistent with the General Plan. No impacts related to General Plan
consistency would be anticipated.
The City of Dublin General Plan includes policies related to the development of land adjacent to scenic
routes. According to Circulation and Scenic Highways Policy 5.6 -B, the City of Dublin shall exercise
design review of all projects within Dublin that are visible from a designated scenic route. The City
would implement design review prior to the issuance of building permits; therefore, the proposed
project would be consistent with the Dublin General Plan. No impacts related to General Plan
consistency would be anticipated.
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Son Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4.8 -5 Aesthetics
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Impact Consistency with General Plan - City of Pleasanton. Land Use Policy 12 of
4.8 -5 the Pleasanton General Plan stipulates that scenic hillsides within the City shall
be preserved. Project development on the Pleasanton parcel would not conflict Id
with this policy. No impacts related to General Plan consistency would be
anticipated.
The City of Pleasanton General Plan includes policies related to the preservation of scenic hillsides
within the City. Since project development on the Pleasanton parcel would not substantially obstruct
views of the Pleasanton Ridgeline and surrounding hillside areas as observed from I -580, I -680, and
adjacent developments, the proposed project would be consistent with Land Use Policy 12 of the
General Plan. No impacts related to General Plan consistency would be anticipated.
4.8.3 MITIGATION MEASURES
No significant impacts would be anticipated with implementation of the proposed project. Therefore,
no mitigation measures would be necessary.
4.8.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
No significant visual resource impacts would be anticipated with implementation of the proposed
project.
EDAW San Francisco Bay Area Rapid Transit District
Aesthetic 4.8 -6 West Dublin /Pleasanton BART Station and Transit Village
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4.9 BIOLOGICAL RESOURCES
4.9.1 EXISTING CONDITIONS
The Dublin/Pleasanton Extension Project EIR (DPX EIR) evaluated the biological resource
impacts that would be anticipated with development of the project site. As stated in the DPX EIR,
the Dublin parcel contains common annual grasses and shrubs over most of the site, while the
Pleasanton parcel includes non-native grasses and dense areas of ornamental trees dominated by
black locusts (Robing pseudoacacia). The Pleasanton site also includes a single English walnut tree
(Juglans regia) and a Lombardi poplar (Populus nigra) (DPX EIR, p. 4 -102). The grasslands are
surrounded by commercial development and are completely isolated from other grassland habitat
areas. No state or federally listed species or special status species were identified on the site in the
DPX EIR (p. 4-104). A review of the California Department of Fish and Game's California
Natural Diversity Data Base (CNDDB) conducted in February 2000 for the project site indicated
that no state or federafly listed species or special status species have been identified within a 5 -mile
radius of the project site (CNDDB, 2000).
Dublin Creek forms the southern boundary of the Dublin parcel and is bordered by a 6-foot chain
link fence on the north and Interstate 580 on the south. The channelization of the creek has
eliminated much of its habitat resource value. The creek contains little or no vegetation or wildlife
r- habitat and is generally used as a flood control channel. The field reconnaissance surveys conducted
for the DPX Project concluded that site development would not disturb any federally protected
wetlands., as defined by Section 404 of the Clean Water Act (DPX EIR, p. 4-102). An additional
field reconnaissance survey was conducted on March 16, 2000, that verified this conclusion.
I
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4.9.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
A project may be deemed to have a significant biological resource impact if it will:
• substantially affect a rare or endangered species of plant or animal or the habitat of such
species;
• interfere substantially with the movement of any resident or migratory fish or wildlife
species; or
• substantially diminish habitat for fish, wildlife, or plants.
Son Francisco Bay Area Rapid Transit District
West Dublin/Pleasanton BART Station and Transit Village 4.9-1
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Biological Resources
:34L-1
PROJECT IMPACTS
Impact Loss of Biological Resources. The development of the proposed project would
result in the loss of 17 acres of grassland habitat. Because all biological habitat
4.9 -1 on the project site was previously assumed to be removed in the DPX EIR, no
increase in biological resource impacts would be anticipated. In addition, recent
database and field surveys confirm that the biological resources existing on the
project site have not significantly changed since the DPX EIR was prepared.
Therefore, the biological resource impacts of the proposed project would be
considered less than significant.
The DPX EIR assumed that the entire 17 -acre site would be graded to accommodate the BART
station and associated parking facilities. Therefore, all grassland habitat was assumed to be
removed with site development. The proposed project would also require grading of the entire
project site, thus removing all grassland habitat. The DPX EIR also assumed that no construction
activities would occur in Dublin Creek with project implementation. Similarly, the proposed
project would not result in construction within the creek channel. Because the proposed project
would affect the same area, no new significant wetland impacts would be anticipated. The isolation
of the project site from other potential habitats precludes the movement of any native resident or
migratory fish and wildlife species within the site. In addition, a review of the California
Department of Fish and Game's CNDDB, conducted in February 2000, and a field reconnaissance
survey conducted on March 16, 2000, confirmed that the biological resources existing on the
project site have not significantly changed since the DPX EIR was prepared. No new significant
biological resource impacts would be anticipated with the proposed project.
The City of Pleasanton General Plan sets forth policies and programs to preserve and enhance the
natural resources within the City. In addition, the City Zoning Ordinance contains a Heritage Tree
Ordinance that establishes standards and conditions for the care and maintenance of heritage trees.
The City defines a heritage tree as any tree, regardless of species, with a trunk circumference of 55
inches or greater, or any tree, regardless of species, that is 35 feet or more in height. The trees
located on the project site may meet the height criteria of the tree ordinance. In order to remove
these trees, a tree removal permit must be obtained from the City Department of Public Works.
The application for this permit must contain relevant information about the tree such as tree height
and trunk circumference and the reasons necessitating its removal. Compliance with the Heritage
Tree Ordinance would ensure heritage tree impacts are minimized.
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No mitigation measures would be necessary.
4.9.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
r- All biological resource impacts would be considered less than significant.
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4.10 CULTURAL RESOURCES
This section contains a discussion regarding the cultural resources of the project site and surrounding
area. The information contained in this section was based on a literature search conducted by the
Northwest Information Center (NIC) located at Sonoma State University (NIC, 2000) as well as a
review of the DPX EIR and the Cultural Resources Technical Report prepared for the DPX Project
l (Woodward -Clyde Consulting, 1989).
4.10.1 EXISTING CONDITIONS
r-'
REGIONAL SETTING
i9
PREHISTORIC AND ETHNOGRAPHIC BACKGROUND
The project area encompasses the territory of ethnographically known peoples belonging to the
Costanoan group of Native Americans, although it is near the boundaries with the Bay Miwok and the
Northern Valley Yokuts to the south and east. The exact boundaries for these language groups in the
interior of Alameda and Contra Costa Counties are unclear. Levy (1978:486) believes that, based on
linguistic evidence, the ancestors of the Costanoans arrived in the San Francisco- Monterey Bay region
at approximately 500 A.D. and the "long- extinct Hokan language occupied a portion of the territory
into which Costanoans expanded." Human occupation of the Bay area, however, has been documented
f7, as early as 3000 B.C. In 1970, a deeply buried skeleton was found during BART excavation in San
Francisco that was carbon dated to around 3000 B.C.
a
r1l Although the term Costanoan is derived from the Spanish word Costanos, or coast people, its
application as a means of identifying this population is based in linguistics. The Costanoans spoke a
language now considered one of the major subdivisions of the Miwok- Costanoan, which belonged to
the Utian family within the Penutian language stock. Costanoan actually designates a family of eight
languages. Of these, Chochenyo or East Bay Costanoan was the language spoken by the estimated
2,000 people who occupied the "... east shore of San Francisco Bay between Richmond and Mission
San Jose, and probably also in the Livermore Valley" (Levy 1978:485).
Because of the severe loss of life when the Spanish missions were established in their territories,
F relatively little is known about the Costanoans. From the small amount of information available, there
emerges a generalized picture of a hunting and gathering people who lived a semi - sedentary village life
and carefully exploited the rich environment of San Francisco Bay. The diet of the Costanoan people
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consisted of acorns and shellfish principally, but also virtually every edible plant and animal species.
It is likely that the people inhabiting the Dublin - Pleasanton- Livermore area were more adapted to a
streamside, rather than bay environment, with a heavier emphasis on acorns. Archaeological evidence
indicates that settlement tended to be along watercourses in the interior, particularly at the confluence
of streams.
Although not technologically sophisticated, the tools used were adequate to allow efficient exploitation
of the environment. The Costanoans constructed a number of types of structures, including domed
thatched dwellings, large assembly houses, and sweat houses. Bows and arrows made of stone or bone,
manos, metates, net sinkers, mortars, pestles, cordage, baskets, tule mats, bird bone whistles, and shell
and bone ornaments were among some of the objects of material culture produced (Kroeber 1976;
Levy 1978).
The arrival of the Spanish in the San Francisco Bay Area in 1775 led to a rapid and major reduction
in native California populations. Diseases, dietary deficiencies, declining birth rates, and the effects of
the mission system served to largely eradicate the aboriginal lifeways (which are currently experiencing
a resurgence among Costanoan descendants). Brought into the missions, the surviving Costanoans,
along with former neighboring groups of Esselen, Yokuts, and Miwok were transformed from hunters
and gatherers into agricultural laborers (Levy 1978). With abandonment of the mission system and
the Mexican takeover in the 1840s, numerous ranchos were established. Generally, the few Indians
who remained were then forced, by necessity, to work on the ranchos.
HISTORIC BACKGROUND
The historic background of the project area is divided into four periods: (1) the Spanish and Mexican
Periods (1797 - 1848); (2) the Early American Period (1848- 1860s); (3) the Later American Period
(1860s- 1930s); and (4) Recent Times (1930s- Present).
The Spanish & Mexican Periods: 1797 -1848
The project area's history can be traced back to the Spanish period (1770s- 1820s) of California history,
when it was part of the grazing lands for the Mission San Jose, established in June 1797 (Gudde
1969:205; Merritt 19281:78). The first actual settlement in the vicinity of the proposed project did
not, however, occur until the Mexican era. Following independence from Spain in the early 1820s, the
Californians of the time (called Californios) demanded that the Missions be secularized and that
Mission lands be divided into private ranchos. These lands were then granted to leading Californios,
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often those who had some prior connection with the piece of land in question, as a. Mission
administrator or in some other capacity. The former Mission Indians were then used as a cheap (even
free) labor force and cattle - raising (rather than the more diversified agriculture and handicrafts
characteristic of the Missions) became the key means of livelihood.
There were parts of four Mexican era private ranchos in the project area and environs during the period
from the late 1820s in to the Gold Rush era. These were the San Ramon, San Lorenzo (Castro), San
Leandro, and Santa Rita. The earliest known occupant on any of these ranchos was Don Jose Maria
Amador, who settled on what was to become the Rancho San Ramon in about 1826. Amador built
an adobe home on what is now the northwest corner of San Ramon Road and Dublin Boulevard in
Dublin. During the mid- 1830s, when Mission San Jose was secularized, Amador was officially granted
the Rancho San Ramon, composed of 16,517 acres. This rancho's southern boundary was near the
present line of Highway 580 in the vicinity of Dublin, and it ran north into Contra Costa County.
The rancho period and its characteristic pastoral economy and kinds of people were doomed by the
rapid -fire events of the mid and late 1840s. The annexation of California to the United States and the
1
discovery of large gold deposits in the Sierra Nevada set off a series of events that made the maintenance
g of the old ways and regime impossible. The early American period in the history of the project area
,^ was underway.
F
The Early American Period: 1848 - 1860s
I
The early American period in the project area's history set a pattern of economic and social
1--- development that was to continue with relatively minor changes for almost a century. Permanent urban
centers were established at Dublin and San Lorenzo, transportation routes were developed, and varied
forms of agriculture institutionalized. The family farm or ranch, linked by early roads to nearby
markets, became the economic mainstay of the project area and its environs.
The achievements of the 1850s and 1860s primarily depended upon improved transportation. Without
better transportation, the farmer would have only inadequate means to get his produce to market, and
�. the nascent cities, as service centers for the framers, would stagnate and die. The road to Dublin was
jj
improved during the late 1850s and opened for stage coaches in 1859 -1860 (Morton 1938:264). This
road ran from Hayward (called Haywards in this period) along San Lorenzo Creek, then through
Dublin Canyon. The community of Dublin was established in the late 1850s with the opening of john
Green's general store in the spring of 1858 and the establishment of the first school (Murray School)
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341
in this part of Alameda County. In addition, the United States Post Office was established in mid- m'.
February of 1860 (Frickstad 1955:1).
The early American period thus established the pattern for this part of California for almost the next
100 years. It was an agricultural area stressing stock raising and later wheat growing in the vicinity of
Dublin. Small towns grew up to serve the growing population of the region, and basic transportation
routes were established and at least minimally developed. The pattern set by the 1850s and early 1860s
was elaborated during the decades that followed.
The Later American Period: 1860s -1930s
Further agricultural diversification and improved transportation represented the main themes for the
Later American Period of the project area's history. A major revolution in project area history came
in the late 1860s and early 1870s with the arrival of the Central Pacific Railroad, which made
connections with distant markets a reality. During the first decade of the 20`' century, another railroad
was constructed along the East Bay plain. The Western Pacific Railroad, constructed from 1906 to
1910, provided a competitive route across California and the west. Its route ran east of the old Central
Pacific Railroad line, continuing to the east through Niles Canyon to the Pleasanton area and beyond
(Baker 1914 I:444).
The general picture of the project area toward the end of the 1930s was of an agricultural area which
was not heavily populated. A resident of Castro Valley during the 1920s and early 1930s
characterized the area as one of "... widely scattered homes and small chicken ranches ..." (Kaye
1986:1). Similar conditions prevailed throughout the project vicinity; however, World War II and
the immediate post war boom changed this forever.
Recent Times: 1930s- Present
World War II created an economic boom in the San Francisco Bay Area. The region was a center for
war industries such as ship building, and also a key West Coast port for shipping men and materials to
the war in the Pacific. The transit of hundreds of thousands of servicemen through the area also had
the effect of spreading the word about the desirability of living in the Bay Area. During World War
II, the Camp Parks/Komandorski Village area was developed. Camp Parks, which was established by
the United States Navy on November 26, 1942, was originally developed as a replacement and
recuperative center for combat weary Seebees (Naval Construction Battalions), but it actually served
as a training center. Shoemaker Hospital, built adjacent to Camp Parks in 1943, served as the actual
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replacement and recuperation center. Komandorski Village was built to the west of Camp Parks to ease
the housing shortage for military families. The Dublin/Pleasanton region remained mainly agricultural
for another few decades, but by the 1960s suburban development of this region was well underway.
New residential subdivisions were built in the Dublin/Pleasanton region as highway improvements
F- made commuting easier to Oakland and the East Bay. During the 1970s and 1980s, this region became
one of
f the fastest growing areas in the Bay Area as numerous new subdivisions, business parks, and a
regional shopping center were built in the area. Dublin now has a population of over 32,000, while
Pleasanton has a population of almost 66,000.
KNOWN CULTURAL, RESOURCES AND PREVIOUS CULTURAL RESOURCE SURVEYS
A record search was conducted on April 21, 2000 by the staff at the Northwest Information Center,
Sonoma State University. This records search included a review of the California Historical Resources
Information System, which lists National Register of Historic Places sites, California Historical
4 - Landmarks, other government - designated cultural resource sites, and a review of Information Center
maps and files of the findings of previous cultural resource surveys conducted in the project area No
cultural resource sites have been recorded within the boundaries of the project area.
PREVIOUS SURVEYS
Two previous cultural resource surveys have been completed for the project area: the Cultural Resources
Technical Report for the DPX Project (Woodward -Clyde Consulting, 1989) and the Archaeological Survey
Report for the Proposed Reconstruction of the 1- -58011 -680 Interchange (Kelly, 1989). The Woodward-
Clyde Consulting report covered the entire project area; the results of this survey are presented below.
This cultural resources survey consisted of an archival research of key historic inventory lists, an
archaeological field survey, and a historic structures survey. No recorded historic resource sites were
found on or within the vicinity of the proposed project.
Field Survey and Methodology
- The archaeological field survey for the DPX project area was conducted in 1989 by Suzanne Baker of
Woodward -Clyde Consulting. The strategy for the field survey was to conduct an intensive survey of
the entire project area for which access was acquired. During the archaeological reconnaissance,
accessible areas were surveyed on foot in systematic parallels placed from five to ten meters apart. The
ground was inspected for evidence of cultural occupation, including midden soil, shell, bone, modified
lithic materials, fire- cracked rock, and historic debris and features.
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Survey Results
No archaeological sites, features or objects were observed during the survey. The Dublin parcel
(referred to in the report as the "north parking area ") appeared to have been highly disturbed and
furrowed. It was also covered with an extremely dense grass cover at the time of inspection, hence,
ground visibility was poor. No historic or prehistoric materials were found on the Dublin parcel.
The Pleasanton parcel of the proposed project site (referred to in the report as the "south parking area ")
was almost entirely covered with grasses at the time of inspection, with the exception of a grove of
acacia trees in the center of the parcel. In addition, the east end of the parcel had been graded and was
bare of vegetation. A large mound of dirt was prevalent near the east end, apparently bulldozed from
this graded area. Although the USGS 7.5' Dublin Quadrangle (1961, photorevised 1980) shows that
four structures existed at this location by 1961, no evidence of these structures was observed during the
survey. It is likely that they were removed during construction of the adjacent Stoneridge Mall and
associated structures and parking facilities. Only a piece of concrete, an almond tree, and the acacias
indicate earlier activity in this area. An on -foot systematic reconnaissance revealed no indications of the
presence of prehistoric or historic archaeological sites.
The survey did indicated that cultural resources exist in the local area. Approximately 2 miles east of
the project site, 300 skeletons were unearthed in an archaeological dig.
RELEVANT GENERAL PLAN POLICIES AND PROCEDURES
CITY OF DUBLIN GENERAL PLAN
The following City of Dublin General Plan Conservation Policies are relevant to the discussion of
cultural resources:
Policy 7.6 -A: Continue the City's current efforts to preserve Dublin's historic resources.
Policy 7.6 -B: Follow State regulations (Public Resources Code Sections 21083.2(c) and (d))
regarding discovery of archaeological sites, and Historic Resources, as defined in
Section 5020.1 of the Public Resources Code.
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CITY OF PLEASANTON GENERAL PLAN
The following City of Pleasanton General Plan Conservation and Open Space Policy and Programs are
relevant to. the discussion of cultural resources:
i
Policy 6: Preserve and rehabilitate those cultural and historic resources which are significant to
Pleasanton because of their age, appearance, or history.
lI
Program 6.1: Preserve heritage homes outside the Downtown area for use within City parks or
residential development.
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Program 6.2: Require archaeological studies in areas of known archaeological significance prior to
Id opmentapproval, and ensure that such studies meet the requirements of CEQA
Appendix K (now Section 21083.2 of the CEQA Guidelines) in recommending
mitigation measures if an archaeological site is encountered. Include provisions for
the interpretation of cultural resources.
Program 6.3: Follow the recommendations contained within archaeological studies regarding
rehabilitation or preservation of archaeologically significant structures and sites.
Program 6.4: Adopt a historic landmark preservation ordinance to protect individual buildings
and sites of historic significance to Pleasanton.
Program 6.5: Encourage the use of educational workshops, exhibits, and teaching materials which
celebrate the City's ancestral heritage and Native American contributions, and
encourage participation by Native American groups in developing such programs.
4.10.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
Section 21083.2 of the State CEQA Guidelines provides criteria for assessing the significance of project
impacts on prehistoric and historic archaeological resources. A significant property must have the
potential to contribute important information towards scholarly research, which can then be conveyed
to the general public. Section 21083.2 states that a "unique archaeological resource" means an
archaeological artifact, object, or site about which it can be clearly demonstrated that, without merely
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West Dublin /Pleasanton BART Station and Transit Village 4.10 -7 Cultural Resources
adding to the current body of knowledge, there is a high probability that it meets any of the following
criteria:
• Contains information needed to answer important scientific research questions and that there
is a demonstrable public interest in that information;
• Has a special and particular quality such as being the oldest of its type or the best available
example of its type;
• Is directly associated with a scientifically recognized important prehistoric or historic event or
person.
In addition, the significance of historic and prehistoric cultural resources is judged in accordance with
the criteria for eligibility for nomination to the California Register of Historical Resources (as
contained within the criteria for eligibility to the National Register of Historic Places as defined in 36
CFR 60.4). If resources are determined to be significant, and therefore eligible for California Register
listing, they are afforded some degree of regulatory protection. Those resources determined not
significant, that is, ineligible for Register listing, are subject to recording and documentation only, and
are afforded no further protection under state or federal law. Occasionally certain resources, although
they may not be assessed as 'significant', may nonetheless be of local or regional importance such that
mitigation may be warranted or may result from public comment regardless of their assessed
significance.
The National Register criteria state that `eligible historic properties' are:
... districts, sites, buildings, structures, and objects that possess integrity of location, design,
setting, materials, workmanship, feeling, and association, and that (a) are associated with events
that have made a significant contribution to the broad patterns of our history,; or (b) that are
associated with the lives of persons significant in our past; or, (c) that embody the distinctive
characteristics of a type, period, or method of construction, or that represent the work of a
master, or that possess high artistic values, or that represent a significant distinguishable entity
whose components may lack individual distinction; or (d) that have yielded or may be likely to
yield, information important to history or prehistory.
To evaluate cultural resource sites against such broad criteria requires consideration, among other
things, of the overall integrity of the site, the regional culture history (the types, ages and distribution
of other sites in the region), and the nature of questions that researchers are attempting to address
regarding the history or prehistory of the region.
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�' of other sites in the region), and the nature of questions that researchers are attempting to address
regarding the history or prehistory of the region.
Cultural site evaluation assesses the potential of each site to meet one or more of the criteria for
"importance" based upon visual surface and subsurface evidence (if available) at each site location,
.: information gathered during the literature and record searches, and the researcher's knowledge of and
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familiarity with the historic or prehistoric context associated with each site.
PROJECT IMPACTS
t
Impa Disturbance of Historic Resources. Because the project area does not contain
ct
h any identified historic resources, development of the proposed project would not
4.10 -1
q disturb any such resources. No impacts related to the disturbance of historic
resources would occur.
No historic resource sites have been recorded within the boundaries of the project area (NIC,
-- 2000; Woodward -Clyde Consulting,1989). In addition, according to the results of the records search,
there is a low possibility of identifying historic cultural resources in the project area (NIC, 2000). Both
parcels have been highly disturbed and do not contain any evidence that they are associated with events
or persons` important in local or regional history. Although the USGS 7.5- minute Dublin Quadrangle
(1961, photorevised 1980) shows that four structures existed on the Pleasanton parcel by 1961, no
evidence of these structures currently exists. It is likely that they were removed during construction of
t the adjacent Stoneridge Mall and associated structures and parking facilities. Since the project area does
not contain any identified historic resources, development of the proposed project would not disturb
any such resources. No impacts related to the disturbance of historic resources would occur.
Impact Disturbance of Unidentified Cultural Resources. Development of the project
4.10 -2 site would include the removal of vegetation and surface soils through grading
activities. Because there is a possibility that Native American and historic
cultural resources could be present in soils on the project site, these grading
activities could cause the disturbance of these resources. The disturbance of
previously unidentified subsurface cultural resources would be considered a
significant project impact.
No cultural resources were identified on either parcel during the field survey for the DPX Project
(Woodward -Clyde Consulting, 1989). However, based on the recovery of 300 skeletons from one site
approximately two miles east of the project site, there is a moderate possibility of identifying buried
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Native American cultural resources in the project area. Because there is a moderate possibility that
Native American cultural resources could be present on the site, project - related construction activities
such as grading could cause the disturbance of these resources. The potential disturbance of previously
unidentified cultural resources on the project site would be considered a potentially significant impact.
4.20.3 MITIGATION MEASURES
impact Disturbance of Unidentified Cultural Resources
4.10 -2 To reduce the potential degradation of unidentlf-ied cultural resources on the site,
mitigation the following measures shall be implemented.
• If any prehistoric or historic artifacts, or other indications of cultural resources are
found once project construction is underway, all work must stop within 20 meters (66
feet) of the find. A qualified archaeologist shall be consulted for an immediate
evaluation of the find prior to resuming ground- breaking construction activities within
20 meters of the find. If the find is determined to be an important archaeological.
resource, the resource shall be either avoided, if feasible, or recovered consistent with
the requirements of §15064.5 of the State CEQA Guidelines.
• In the event of discovery or recognition of any human remains in any on -site location,
there shall be no further excavation or disturbance of the site or any nearby area
reasonably suspected to overlie adjacent remains until the County coroner has
determined, in accordance with any law concerning investigation of the circumstances,
the manner and cause of death and the recommendations concerning treatment and
disposition of the human remains have been made to the person responsible for the
excavation, or to his or her authorized representative.
4.20.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
With implementation of the recommended mitigation measures, the cultural resource impacts of the
proposed project would be reduced to a less- than- significant level.
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4.11 POPULATION AND HOUSING
l This section of population and housing issues within the project area was developed through review
of pertinent data from the Demographics Research Unit of the California Department of Finance
(2000), the City of Dublin General Plan (1998), and the City of Pleasanton General Plan (1996).
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4.11.1 EXISTING CONDITIONS
POPULATION
ALAMEDA COUNTY
The Demographics Research Unit of the California Department of Finance estimates the current
population within Alameda County to be 1,454,302 persons, an increase of approximately 13.9% from
the County's 1990 population of 1,276,702 (Table 4.11 -1). By the year 2010, the total population
within Alameda County is projected to reach 1,654,485, an increase of 13.8% from the current
population.
TABLE 4.11 -1
POPULATION ESTIMATES AND PROJECTIONS
Population is
1990
Population in
2000
Average Annual Growth
From 1990 -2000
Projected
Population in 2005
Projected
Population in 2010
Alameda County
1,276,702
1,454,302
17,760
1,571,796
1,654,485
City of Dublin
23,299
32,519
922
49,400
58,900
City of Pleasanton
50,570
65,930
1,536
71,600
79,900
Source: California Department of Finance, 2000
CITY OF DUBLIN
The Demographics Research Unit of the California Department of Finance estimates the current
population within the City of Dublin to be 32,519 persons. This represents an average annual growth
of 922 persons from the city's 1990 population of 23,229. The City of Dublin projects population to
grow to 49,400 in 2005, which represents an average annual growth of 3,376 persons and a total
increase of 52 %. By 2010, the City of Dublin's population is expected to grow to 58,900, an increase
of 81% from current estimates.
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CITY OF PLEASANTON
The Demographics Research Unit of the California Department of Finance estimates the current
population .within the City of Pleasanton to be 65,930 persons. This represents an average annual
growth of 1,536 persons from the city's 1990 population of 50,570. The Association of Bay Area
Governments (ABAG) projects population to grow to 71,600 in 2005, which represents an average
annual growth of 1,134 persons and a total increase of 9 %. By 2010, the City of Pleasanton's
population is expected to grow to 79,900, an increase of 21 %.
HOUSING
The California Department of Housing and Community Development identifies a housing shortage
in a community if there is a vacancy rate of less than 5% for rental housing and less than 2% for owner-
occupied homes (Table 4.11 -2).
TABLE 4.11 -2
HOUSING ESTIMATES
Housing Units
Occupied
Vacancy Rate
Total Housing
Occupied
Vacancy Rate
in 1990
Housing Units
Percentage
Units 2000
Housing Units
Percentage
in 1990
1990
in 2000
2000
Alameda County
504,109
479,518
4.88
536,495
509,635
5.01
City of Dublin
6,992
6,802
2.72
9,597
9,333
2.75
City of Pleasanton
19,631
18,489
5.82
23,678
22,611
4.51
Source: California Department of Finance, 2000
ALAMEDA COUNTY
There are currently 509,635 occupied housing units in Alameda County, with a vacancy rate of 5.01%
for all housing (renter- and owner - occupied) (Table 4.11 -2). Since 1990, the number of occupied
housing units within the county has increased by 30,117 units, which is an average annual growth of
3,011 units. Since 1990, the vacancy rate for all housing within the county has increased slightly from
4.88% to 5.01 %.
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CITY OF DUBLIN
�s8
There are currently 9,333 occupied housing units in the City of Dublin, with a vacancy rate of 2.75%
(Table 4.11 -2). Since 1990, the number of occupied housing units within the city has increased by
2,531 units, which is an average annual growth of 253 units. Since 1990, the vacancy rate for all
housing within the City has slightly increased from 2.72% to 2.75 %.
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i. CITY OF PLEASANTON
There are currently 22,611 occupied housing units in the City of Pleasanton, with a vacancy rate of
4.51% (Table 4.11 -2). Since 1990, the number of occupied housing units within the City has increased
by 4,122 units, which is an average annual growth of 412 units. Since 1990, the number of occupied
housing units within the City has decreased from 5.82% to 4.51 %.
RELEVANT GENERAL PLAN POLICIES AND PROCEDURES
CITY OF DUBLIN GENERAL PLAN
r7 The following City of Dublin General Plan Land Use and Circulation Policies are relevant to the
F discussion of population and housing:
Policy 2.1 -A: Encourage housing of varied types, sizes, and prices to meet current and future
needs of Dublin residents.
r°
Policy 2.1 -B: Designate sites available for residential development in the primary planning area for
medium to medium -high density where site capability and access are suitable and
- where the higher density would be compatible with existing residential development
nearby.
CITY OF PLEASANTON GENERAL PLAN
There are no City of Pleasanton General Plan Policies or Programs relevant to the discussion of
r- population and housing.
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4.11.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
The proposed project would have a significant impact on population and housing if it would:
Induce substantial population growth in an area, either directly (for example, by proposing
new homes and businesses) or indirectly (for example, through extension of roads or other
infrastructure).
PROJECT IMPACTS
Impact Increased Population - City of Dublin. The residential component of the
4.11_ proposed project would increase the population within the City of Dublin by
approximately 320 persons. This project- related population Rrowth would
represent less than 196 of Dublin's current population and approximately 1.9%
of the projected growth over the next 5 years. Because project- related growth
within the City of Dublin would not be substantial, this impact would be
considered less than significant.
The residential component of the proposed project would increase the population within the City of
Dublin. According to the City of Dublin General Plan, each multi- family residential unit represents
2.0 persons. Therefore, the total number of persons generated by development of the 160 -unit
residential complex would be 320 persons. This project - related growth would represent less than 1%
of Dublin's current population and approximately 1.9% of the projected growth over the next 5 years.
In addition, the proposed project would in -fill within a highly developed commercial area that has
extensive services available for project residents and employees. Since project - related growth within
the City of Dublin would not be substantial, this would be considered a less- than- significant impact.
Impact Increased Housing Demand. The increased demand for housing resulting from
4.11 -2 the proposed project's job creation is anticipated to be accommodated by existing
vacant units in Dublin, Pleasanton, and Alameda County, as well as by
proposed residential development on the Dublin parcel. Therefore, this would be
considered a less - than - significant impact.
Employees for the proposed hotel and parking garage on the Dublin parcel and the proposed office
building and parking garage on the Pleasanton parcel would generally come from the local labor pool.
However, some employees may relocate from outside the local area, which would increase the local
EDAW San Francisco Bay Area Rapid Transit District
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housing demand. The City of Dublin currently has 264 vacant housing units, while the City of
Pleasanton has 1,067 vacant units, and the county has 26,850 vacant housing units. In addition, the
l proposed project would provide 160 housing units within the City of Dublin that could be occupied
by project - related employees migrating to the local area. The increased demand for housing resulting
from the proposed project is anticipated to be accommodated by existing vacant units and proposed
residential development on the Dublin parcel. Therefore, this would be considered a less-than-
significant impact.
ti
Consistency with Dublin General Plan. The proposed project would develop
Impact 160 housing units in Dublin, which currently has a very restrictive housing
4.11 -3 market with a vacancy rate of 2.75 01o. This residential development would be
located in a highly developed commercial area that has extensive services
available for project residents and employees. No impacts related to General
Plan consistency would be anticipated.
The proposed project would develop 160 housing units in Dublin, which currently has a very restrictive
housing market with a vacancy rate of 2.75 %. This residential development would be located in a
r" highly developed commercial area that has extensive services available for project residents and
employees. Therefore, the proposed project would be consistent with Policies 2.1 -A and 2.1 -B of the
' Dublin General Plan. No impacts would be anticipated.
4.11.3 MITIGATION MEASURES
No significant impacts would be anticipated with development of the proposed project. Therefore, no
mitigation measures would be necessary.
4.11.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
The proposed project would not be expected to cause significant population and housing impacts.
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4.12 ENERGY RESOURCES
4.12.1 EXISTING CONDITIONS
Appendix F of the State CEQA Guidelines requires that EIRs include information regarding the energy
impacts of the proposed project, with particular emphasis on avoiding or reducing inefficient, wasteful,
and unnecessary consumption of energy. Due to recent deregulation of the energy industry, the
availability, supply and efficient use of energy resources has become a much more important issue in
the Bay Area. Development of the project would result in the consumption of energy in three forms:
1) the fuel energy consumed by construction vehicles; 2) bound energy in construction materials such
as asphalt, steel, concrete, pipes, and manufactured or processed materials such as lumber and glass; and
" 3) ongoing operational use of energy by future occupants of the site for equipment, transportation and
utilities. The primary on -site energy requirements would be met through the supply of electricity and
-� natural gas.
ELECTRICITY
The proposed project area receives electric service from Pacific Gas & Electric Company (PG&E), an
`^ investor -owned company that is regulated by the California Public Utilities Commission. Electricity
1
is transported to the project vicinity via 60 kilovolt (kV) transmission lines that run from the Radum
substation near Stanley Boulevard in Pleasanton, along the Southern Pacific Railroad tracks, and across
the BART and I -580 right -of -way to the Camp Parks Substation. These transmission lines are strung
above ground along I -580, the Southern Pacific tracks, and Stanley Boulevard.
NATURAL GAS
The proposed project area receives natural gas service from PG&E via a substation in Sunol. Feeder
mains transport gas along Foothill and Pleasanton - Sunol Roads, which connect with a system of
distribution mains located throughout the developed portion of the Cities of Dublin and Pleasanton.
The distribution mains connect to service pipes, which then connect to individual buildings.
4.12.2 ENVIRONMENTAL IMPACTS
THRESHOLDS OF SIGNIFICANCE
A project may be deemed to have a significant energy resource impact if it will:
San Francisco Bay Area Rapid. Transit District EDAW
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• Exceed the capacity of existing energy supplies and /or require the construction of additional
energy generating facilities.
PROJECT IMPACTS
Impact Use of Energy Resources. The proposed transit village uses would increase
4.12 -2 energy use on the project site. However, the transit- oriented design of the
proposed project would minimize the use of fossil fuels when compared to
similar non - transit projects. Also, implementation of the requirements in Title 24
of the California Administrative Code would minimize the ongoing operational
demand for electricity and natural gas. When combined with the relatively small
size of the proposed project, the anticipated increase in energy use would be
considered a less - than - significant impact. ,
One of the proposed project's main objectives includes creating a transit- oriented development that
supports public transit uses and reduces single- occupant vehicle trips. By its design, the proposed
project is intended to encourage the efficient use of energy resources. When compared to similar non=
transit oriented developments, the proposed project would consume less energy for transportation
needs. Because of the relatively small size of the proposed project, the transportation energy demands
would be negligible. The impacts associated with the proposed project's transportation energy
consumption would, therefore, be considered less than significant.
The use of energy in the form of bound fuels in construction materials such as asphalt, steel, concrete,
pipes, and manufactured or processed materials such as lumber and glass would be a one time event of
a relatively small scale. The use of these materials would not result in any significant energy demand
impacts.
For ongoing operational energy requirements, the DPX EIR concluded that PG&E could sufficiently
provide electric service to the DPX Project, including the West Dublin/Pleasanton BART Station,
without substantially affecting its ability to serve the rest of its customers (p. 4-52). The DPX EIR also
concluded that additional power generation can be obtained through third -party power agreements if
necessary. Power can be obtained from an on -site electrical substation owned and operated by BART,
which is located on the eastern portion of the Pleasanton parcel. Since the surrounding area is
developed, the extension of transmission lines to the project site would occur within adjacent roadways.
Development of the proposed transit village uses would increase the electrical demand previously
assumed in the DPX EIR analysis. However, development of the site would be required to be designed
and built in conformance with the provisions of Title 24 of the California Administrative Code, which No
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sets energy efficient design standards and regulates energy consumed for heating and cooling.
Development would also have to comply with city building codes regarding the use energy efficient
building design and materials. Because of the required energy efficient design, the relatively small size
of the proposed project, and the extensive electrical service infrastructure in place to service adjacent
office and commercial uses, no significant electrical supply impacts would be anticipated.
F The DPX EIR did not contain an analysis of natural gas service because the proposed BART stations
0 ' and extension line, including the West Dublin/Pleasanton BART Station, would not use natural gas.
However, the transit village's residential, commercial, and office developments would require natural
gas service. According to the City of Pleasanton General Plan (1996), PG&E can provide future
natural gas service to the City consistent with development proposed in the General Plan. It is
anticipated that PG&E would also be able to provide future natural gas services to the Dublin parcel
t of the project site. Because the surrounding area is developed, the extension of service lines to the
t� project site would occur within adjacent roadways. For the same reasons as with electrical service, no
significant natural gas supply impacts would be anticipated.
4.12.3 MITIGATION MEASURES
No mitigation measures would be necessary.
-- 4.12.4 LEVEL OF SIGNIFICANCE AFTER MITIGATION
All energy resource impacts would be considered less than significant.
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5 ALTERNATIVES TO THE PROPOSED PROJECT
' 5.1 INTRODUCTION TO ALTERNATIVES ANALYSIS
CEQA AUTHORITY FOR CONSIDERATION OF ALTERNATIVES
Section 15126.6(a) of the State CEQA Guidelines requires EIRs to describe "... a range of reasonable
alternatives to the project, or to the location of the project, which would feasibly attain most of the
k: basic objectives of the project but would avoid or substantially lessen any of the significant effects of
the project, and evaluate the comparative merits of the alternatives. An EIR need not consider every
^„ conceivable alternative to a project. Rather it must consider a reasonable range of potentially feasible
alternatives that will foster informed decision making and public participation. An EIR is not required
to consider alternatives which are infeasible. The lead agency is responsible for selecting a range of
project alternatives for examination and must publicly disclose its reasoning for selecting those
alternatives. There is no ironclad rule governing the nature or scope of the alternatives to be discussed
other than the rule of reason." This section of CEQA also provides guidance regarding what the
alternatives analysis should consider. Subsection (b) further states the purpose of the alternatives
analysis, as follows
Because an EIR must identify ways to mitigate or avoid the significant effects that a
project may have on the environment (Public Resources Code Section 21002.1), the
discussion of alternatives shall focus on alternatives to the project or its location which
are capable of avoiding or substantially lessening any significant effects of the project,
even if these alternatives would impede to some degree the attainment of the project
objectives, or would be more costly.
Other components of CEQA Guidelines §15126.6(e) require that the alternatives be compared to the
proposed project's environmental impacts and that the "no project" alternative is considered. In
defining "feasibility" (e.g., ... feasibl attain most of the basic objectives of the project ... "), CEQA
Guidelines §15126.6(f)(1) states, in part:
Among the factors that may be taken into account when addressing the feasibility of alternatives
are site suitability, economic viability, availability of infrastructure, general plan consistency,
other plans or regulatory limitations, jurisdictional boundaries (projects with a regionally
significant impact should consider the regional context), and whether the proponent can
reasonably acquire, control or otherwise have access to the alternative site (or the site is already
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owned by the proponent). No one of these factors establishes a fixed limit on the scope of
reasonable alternatives.
In considering what alternatives should be considered in the EIR, it is important to acknowledge the
objectives of the project (included in Section 3 - Project Description), the project's significant effects,
and its unique characteristics. These factors are crucial to the development of alternatives that meet the
criteria specified in §15126.6(a).
SIGNIFICANT ENVIRONMENTAL EFFECTS
The DPX EIR considered the environmental impacts that would be anticipated on the following
resource issues: transportation, socioeconomic and land use, safety and security, public . services and
facilities, visual resources, noise and vibration, air quality, energy, geology /seismology, hazardous
materials, biological resources, water resources, and cultural resources. Significant impacts were
identified for a number of these issues and mitigation measures were developed to reduce the impacts
wherever feasible. This Supplemental EIR evaluates a similar range of resource issues including: land
use, hydrology and water quality, noise, air quality, transportation /circulation, public services and
utilities, public health and safety, aesthetic resources, biological resources, cultural resources, population
and housing, and energy resources. The focus of this alternatives analysis is on reducing or avoiding
impacts to the resource categories evaluated in this Supplemental EIR.
FINANCIAL FEASIBILITY OF THE PROJECT
The proposed project includes a unique public /private partnership intended to implement already
approved public facilities by supporting private development on BART -owned property. The public
improvements include the West Dublin/Pleasanton BART Station, the two BART parking garages, and
the pedestrian walkways connecting the station to the parking structures. BART would create a Joint
Powers Authority with the Association of Bay Area Governments to issue revenue bonds for the public
facilities. The amount of bonds needed to construct the public improvements would be reduced by the
pre - payment of ground rent generated by the private use of the BART property. Revenue to repay the
bonds would be generated through a combination of sources including station fare box revenues,
station parking income, property tax, transient occupancy tax, sales tax and other potential grant funds.
In order for the project and each of the alternatives to be economically feasible, the total revenues
generated from both the public and private improvements must be sufficient to build the estimated $44
million in public improvements through the repayment of the revenue bonds. Without sufficient
revenues, the public improvements cannot be constructed and the primary objective of the project
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would not be achieved. Table 5 -1 shows the financial implications of the proposed project, including
all estimated revenues and debt service, as well as the Net Present Value (NPV) of all revenues and
( costs. NPV is calculated by subtracting the present value of all annual costs from the present value of
all annual revenues. An 8% interest rate is used to reduce all future inflated cash flows into present day
dollars. In all cases, revenues are expected to annually increase (e.g., BART net farebox and tax
revenues ) , and annual debt service is presumed to remain constant. Based on these assumption, the
proposed project would generate sufficient revenue to meet this obligation. The revenue generated by
the individual alternatives is identified at the end of each alternatives evaluation provided below.
TABLE 5 -1
FINANCIAL ANALYSIS OF PROJECT ALTERNATIVES
Proposed Project
Sum of Cash Flows to 2010
Net Present Value to 2010
Net Revenue
$24,577,001
14,623,242
Debt Service
(22,902,899)
(13,580,382)
Deficit or Surplus
1,674,102
150425860
Cumulative Deficit or Surplus
639265662
453455695
Different Use Alternative (office, no housing)
Net Revenue
24,911,972
1458253028
Debt Service
(22,902,899)
(13,580,382)
Deficit or Surplus
23009,073
1,244,646
Cumulative Deficit or Surplus
8,345,209
5,170,339
Dublin Reduced Density Alternative
Net Revenue
2,1671)883
13,1773189
Debt Service
(22,902,899)
(13,580,382)
Deficit or Surplus
(735,014)
(403,193)
Cumulative Deficit or Surplus
(3,150,041)
(1,187,433)
Pleasanton Reduced Density Alternative
Net Revenue
2231393518
135146,122
Debt Service
(22,902,899)
(13,580,382)
Deficit or Surplus
(763,381)
(434,260)
Cumulative Deficit or Surplus
(3,5655148)
(1,442,599)
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5.2 NO PROJECT ALTERNATIVE
5.2.1 DESCRIPTION
CEQA Guidelines §15126.6(e)(2) states that, "(T)he "no project" analysis shall discuss the existing
conditions at the time the notice of preparation is published, ... as well as what would be reasonably
expected to occur in the foreseeable future if the project were not approved, based on current plans and
consistent with available infrastructure and community services." In the short term, if the project was
not approved, none of the transit village uses would be developed and the existing vegetative cover on
both the Dublin and Pleasanton parcels would remain undisturbed. Because the funding derived from
the transit village uses would not be available to support construction of the approved West
Dublin/Pleasanton BART Station, it would initially not be constructed. However, it is reasonable to
assume that because the West Dublin/Pleasanton BART Station has been approved, it would ultimately
be constructed. Therefore, this No Project Alternative assumes that, in the long term, the West
Dublin/Pleasanton BART Station would be constructed. Station construction would include 1,400
parking spaces on the Dublin and Pleasanton parcels.
5.2.2 IMPACTS
LAND UsE
Under existing condition, this alternative would minimize the land use changes anticipated with the
proposed project. None of the transit village uses would be constructed, therefore, the land use effects
would be minimal. However, after construction of the BART station, both parcels would be paved to MW
accommodate BART station parking. With no transit village uses, less potential exists for land use _ -
conflicts with adjacent parcels. The same amount of open space would be removed in the long term
with this alternative as anticipated with the proposed project. In general, the land use impacts of this
alternative would be reduced when compared to the proposed project.
HYDROLOGY AND WATER QUALITY
Under existing conditions, no hydrology and water quality impacts would be anticipated with this
alternative. However, with the ultimate construction of parking facilities for the BART station, the
hydrology and water quality impacts would be the same as the proposed project. Generally, the same
total area of the site would be disturbed in order to construct parking lots, resulting in equal areas of
impermeable surfaces.
EDAW San Francisco Bay Area Rapid Transit District
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NOISE
Under existing conditions, no noise impacts would be anticipated with this alternative. After
development of the BART station, the noise impacts on local roads associated with site - generated
vehicle traffic would be less than the proposed project due to fewer vehicles accessing the site. During
the critical p.m. peak hour on the Dublin parcel, vehicle traffic would be reduced by 36 percent.
During the critical a.m. peak hour on the Pleasanton parcel, vehicle traffic would be reduced by 49
i percent. Noise generated from on -site uses, specifically the residential and hotel uses on the Dublin
F parcel, would not be anticipated with this alternative. However, noise generated by BART trains
r stopping at the proposed station and transit buses accessing the site would occur with both this
alternative and the proposed project. With this alternative, no on -site sensitive receptors would be
affected by the existing high ambient noise levels. In the short and long term, noise associated with this
alternative would be less than the proposed project.
AIR QUALITY
Under existing conditions, no air quality impacts would be anticipated with this alternative. After
development of the BART station, the air quality impacts of this alternative would be beneficial because
of the substantial reduction in vehicle miles traveled on the regional roadway network associated with.
commuters using BART rather than private automobiles.
�~ TRANSPORTATION AND CIRCULATION
Under existing conditions, none of the traffic impacts associated with the proposed project on local
intersections would be anticipated. Also, none of the traffic benefits of the BART Station would occur,
primary of which is the potential to reduce vehicle miles traveled in the region by removing commuters
from the local freeways.
After development of the BART Station, local traffic impacts would be less than anticipated with the
proposed project. On the Dublin parcel, a significant project impact would occur at the St. Patrick
Way /Golden Gate Drive intersection. With the proposed project's contribution, this intersection would
operate at LOS F during the p.m. peak hour. In contrast, with implementation of this alternative, the
p.m. peak hour trips would be reduced by 36 percent. This would reduce the level of service at this
intersection to LOS C during the p.m. peak hour. Therefore, this significant impact would be avoided
with this alternative.
On the Pleasanton parcel, a significant project impact would be anticipated at the Stoneridge Mall
Road / Stoneridge Drive intersection. With the project's contribution, the intersection would operate
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San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 5 -5 Alternatives to the Proposed Project
at LOS E during the a.m. peak hour. With implementation of this alternative, the a.m. peak hour trips
would be reduced by 49 percent. This would reduce the level of service at this intersection to LOS D
during the a.m. peak hour. Therefore, this significant impact would be avoided with this alternative.
PUBLIC SERVICES AND UTILITIES
Under existing conditions, no public service or utility impacts would be anticipated with this
alternative. After development of the BART station, public services and utilities would be necessary
for the proposed BART station including police and fire protection services, water supply, wastewater,
solid waste generation, and utility services. However, the demand for public services and utilities with
this alternative would be less than with the proposed project. Therefore, the public service and utility
impacts would be less.
PUBLIC HEALTH AND SAFETY
Under existing conditions, no public health or safety impacts would be anticipated with this alternative.
After development of the BART station, the public health and safety impacts would be slightly less than
with the proposed project because less development would occur on the site. However, there would
be no significant differences in the public health and safety impacts between this alternative and the
proposed project.
AESTHETICS
Under existing conditions, no visual resource impacts would be anticipated with this alternative. After
development of the BART station, the visual resource impacts would be less than the proposed project
because no buildings would be constructed on the Dublin and Pleasanton parcels. However, the view
from the freeway would be of expansive paved parking lots, which could be perceived by some as being
less visually pleasing than residential and commercial developments.
BIOLOGICAL RESOURCES
Under existing conditions, this alternative would minimize the biological resource changes anticipated
with the proposed project. None of the transit village uses would be constructed, therefore, the
biological resource effects would be minimal. However, after development of the BART station, both
parcels would be paved to accommodate BART station parking. The same total area would be
disturbed in the long term with this alternative as anticipated with the proposed project. Therefore,
EDAW San Francisco Bay Area Rapid Transit District
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the biological resource impacts of this alternative would not differ substantially when compared to the
proposed project.
4
CULTURAL RESOURCES
Under existing conditions, this alternative would minimize the cultural resource changes anticipated
with the proposed project. None of the transit village uses would be constructed, therefore, the cultural
resource effects would be minimal. However, after development of the BART station, both parcels
would be paved to accommodate BART station parking. Because excavation for building foundations
would not be necessary, less subsurface soil would be disturbed with this alternative (i.e., the depth of
K excavation would be reduced when compared to the proposed project). Therefore, impacts on potential
subsurface cultural resources may be reduced when compared to the proposed project. However, the
same total surface area would be disturbed by grading activities. Because no cultural resources have
been identified on the project site, the cultural resource impacts of this alternative would not differ
substantially when compared to the proposed project.
POPULATION AND HOUSING
Because this alternative would not include any of the transit village uses, the population and housing
impacts of the proposed project would not be anticipated with this alternative.
ENERGY' RESOURCES
Because this alternative would not include any of the transit village uses, the energy demand impacts
of the proposed project would not be anticipated with this alternative.
5.2.3 CONCLUSION
The No Project Alternative would be the environmentally superior alternative based on the
minimization of environmental changes. Under existing conditions, no environmental impacts would
be anticipated. After development of the BART station, the impacts associated with this alternative
would generally be less than those of the proposed project. Significant and unavoidable noise impacts
would be eliminated, because no transit village uses would be constructed.
In the short-term, this alternative would not be financially feasible because sufficient revenues could not
be generated from station operations to support the construction costs. In the long -term, currently
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West Dublin /Pleasanton BART Station and Transit Village 5 -7 Alternatives to the Proposed Project
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unidentified sources of construction financing may become available that could support station
construction. However, the availability of these funds is purely speculative.
5.3 DIFFERENT USE ALTERNATIVE: OFFICE RATHER THAN RESIDENTIAL
5.3.2 DESCRIPTION
The Different Use Alternative was developed in order to determine if alternative uses on the site could
minimize impacts associated with the Dublin parcel's residential uses. Residential uses tend to be more
sensitive to the impacts of mixed -use developments than other uses because of their 24 -hour
occupation. Therefore, this alternative includes office uses in place of the proposed residential uses on
the Dublin parcel. Specifically, approximately 102,000 gross square feet of office space would replace
the proposed 160 residential units. The office building would include 5 stories and 340 parking spaces
on four acres. Approximately 20 percent of the site would be landscaped. The uses proposed on the
Pleasanton parcel would remain unchanged.
5.3.2 IMPACTS W
LAND UsE
This alternative would alter the land use characteristics of the proposed project by replacing residential
uses with office uses. Office uses would tend to be more compatible with hotel uses than residential
uses. However, because no significant land uses impacts are anticipated with the proposed project, this
difference would be minor.
HYDROLOGY AND WATER QUALITY
This alternative would generally have the same hydrology and water quality impacts as the proposed
project. The same total impervious surface area would be constructed and the same storm water control
facilities would be necessary.
NOISE
This alternative would generate higher traffic noise levels than the proposed project, due to a doubling
in vehicle traffic associated with office uses when compared to residential uses. However, because this
increase translates to approximately 58 additional vehicle trips during the a.m. peak hour, this increase
in noise levels would likely not be noticeable along local roadways. Office uses would tend to be less
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sensitive than residential uses to the relatively high ambient noise levels at the site, especially during the
night. Because office uses would not be considered sensitive, the significant short -term construction
noise impacts that could occur if the residential units are occupied and construction of other on -site
facilities is ongoing would not occur with this alternative.
AIR QUALITY
F This alternative would have greater air quality impacts than the proposed project associated with the
increase in vehicle trips. However, similar to the proposed project, because the regional vehicle miles
traveled would be substantially reduced with construction of the BART Station, this alternative would
result in a net air quality benefit in relation to regional air emissions.
TRANSPORTATION AND CIRCULATION
I:
The traffic impacts associated with this alternative would be substantially greater than with the
proposed project during peak hour commute periods. During the a.m. peak hour in Dublin, the office
r-- traffic associated with this alternative would be 100 percent higher than would be anticipated from the
t '
proposed projeces residential units. During the p.m. Pe ak hour , the office traffic would be 67 Pe rcent
higher than the residential traffic. Although local intersections in Dublin would be further degraded
with this alternative when compared to the proposed project, the primary impact would occur at the
St. Patrick Way /Golden Crate Drive intersection. With the proposed project's contribution, this
j' intersection would operate at LOS D in the a.m. peak hour and LOS F during the p.m. peak hour.
With this alternative, this intersection would operate at LOS E in the a.m. peak hour and would
continue to operate at LOS F during the p.m. peak hour, although with more total vehicles entering
the intersection.
PUBLIC SERVICES AND UTILITIES
The demand for public services and utilities, including police and fire protection services, water supply,
wastewater, solid waste generation, utility services, and schools would be less than with the proposed
project because of the lower demand for services associated with office uses.
^^ PUBLIC HEALTH AND SAFETY
Residents within the residential component of the proposed project would have a higher probability
of exposure to public health and safety impacts than office workers because of the 24 -hour occupation.
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San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 5 -9 Alternatives to the Proposed Project
However, because significant health and safety impacts would not be anticipated with the proposed
project, this difference would be negligible.
AESTHETICS
Because the office uses associated with this alternative would not substantially differ in size compared
to the proposed project's residential uses, the visual impacts would be similar. Office uses would
generally be more visually consistent with the proposed hotel, however, combining residential and hotel
uses may provide more visual interest. Therefore, the visual resource impacts of this alternative would
generally be the same as the proposed project.
BIOLOGICAL RESOURCES
Because the same total area would be disturbed, this alternative would have the same biological resource
impacts as anticipated with the proposed project.
CULTURAL RESOURCES
Because the same total area would be disturbed, this alternative would have the same cultural resource
impacts as anticipated with the proposed project.
POPULATION AND HOUSING
Because this alternative would not include any residential uses, the availability of new housing and the
expected increase in local population anticipated with the proposed project would not occur. The lack
of housing would conflict with Objective 6.2 of the proposed West Dublin BART Spec Plan, which
encourages higher intensity residential dwellings for households desiring a more urban living
environment close to a transit station. The effects of population increases in the City would be avoided,
however, with this alternative.
ENERGY RESOURCES
This alternative would have demands on energy resources similar to the proposed project with only
negligible differences between the residential and office uses. As with the proposed project, the energy
demands of this alternative would not significantly affect the energy resources in the region.
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5.3.3 CONCLUSION
Although some of the impacts associated with this alternative would be reduced when compared to the
proposed project, others would be substantially increased. One of the largest impacts would be
associated with traffic. During the a.m. peak hour in Dublin, the office traffic associated with this
alternative would be 100 percent higher than would be anticipated from the proposed project's
residential units. During the p.m. peak hour, the office traffic would be 67 percent higher than the
residential traffic. This increase would adversely affect local traffic conditions in Dublin, specifically the
intersection of St. Patrick Way /Golden Gate Drive. With the proposed project's contribution, this
intersection would operate at LOS D in the a.m. peak hour and LOS F during the p.m. peak hour.
With this alternative, this intersection would operate at LOS E in the a.m. peak hour and would
continue to operate at LOS F during the p.m. peak hour, although with more total vehicles trying to
a enter the intersection. Because of these impacts, this alternative would be environmentally inferior to
the proposed project.
From a financial standpoint, this alternative would generate sufficient revenue to construct the public
improvements (Table 5 -1). The financial variables that affect this alternative include transit ridership
(i.e., farebox revenue) and taxes generated by private use. Over the first 10 years of the project, a
!" positive $5.2 million in cash flow is expected.
r
�- 5.4 DUBLIN REDUCED DENSITY ALTERNATIVE
t
5.4.1 DESCRIPTION
The Dublin Reduced Density Alternative was developed in order to minimize the environmental
impacts of the proposed project by reducing site densities while also attempting to meet the proposed
project's financial objective of funding construction of the BART facilities. This alternative would
reduce the size of the hotel to 150 rooms and increase the number of residential units to 180. This
translates into a 38 percent reduction in the number of hotel beds and a 13 percent increase in the
number of residential units on the Dublin parcel. The result is a reduction in the overall development
density when compared to the proposed project.
The increase in residential units is intended to offset the reduction in hotel beds and the associated loss
of transient occupancy taxes generated from each hotel room. Increasing the number of residential
units would increase the total property taxes generated from the site. No changes would occur on the
Pleasanton parcel.
I
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 5 -11 Alternatives to the Proposed Project
k
5.4.2 IMPACTS
LAND USE
This alternative would slightly reduce the land use density on the Dublin parcel when compared with
the proposed project. The proposed uses associated with this alternative would not be expected to
result in land use impacts. The site is located in a developed urban area and the high- density residential
and hotel uses would be compatible with these surrounding land uses. In addition, this alternative
would be consistent with the land uses identified in the proposed West Dublin BART Specific Plan.
Because no change in density is proposed on the Pleasanton parcel, no difference in use impacts
would be anticipated on this parcel.
HYDROLOGY AND WATER QUALITY
This alternative would generally have the same hydrology and water quality impacts as the proposed
project. The same total impervious surface area would be constructed and the same storm water control
facilities would be necessary.
NOISE
Slight decreases in traffic noise levels would be anticipated on local roadways with this alternative
associated with a 22 percent reduction in hotel and residential vehicle trips generated from the Dublin '►
parcel when compared to the proposed project. This 22 percent reduction would translate into 43
fewer vehicle trips during the a.m. peak hour and 45 fewer vehicle trips during the p.m. peak hour.
Although this would reduce noise generation on local roads, it would not be sufficient to make a
noticeable difference. No other differences in noise impacts would be anticipated between this
alternative and the proposed project.
AIR QUALITY
This alternative would have slightly fewer air quality impacts than the proposed project because fewer
vehicle trips would be anticipated. However, this difference would be negligible because of the
relatively small decrease in development density.
IN
EDAW San Francisco Bay Area Rapid Transit District
Alternatives to the Proposed Project 5 -12 West Dublin /Pleasanton BART Station and Transit Village
0
TRANSPORTATION AND CIRCULATION
The peak hour traffic generated by the hotel and residential uses of the proposed project would be
reduced by approximately 22 percent with this alterative. On the Dublin parcel, a significant project
impact would occur at the St. Patrick Way/Golden Gate Drive intersection. With the proposed
project's contribution, this intersection would operate at LOS F during the p.m. peak hour. In
contrast, with implementation of this alternative, the p.m. peak hour level of service at this intersection
would be reduced to LOS E during the p.m. peak hour. Although the impact at this intersection would
be reduced with this alternative,, it would remain significant. Traffic impacts in Pleasanton would be
the same with this alternative as with the proposed project because the Pleasanton office uses would
not change.
PUBLIC SERVICES AND UTILITIES
This alternative would slightly reduce the demand on public services and utilities when compared to
the proposed project. However, because the reduced demand would be relatively minor, substantial
differences in the public service and utility impacts would not be anticipated.
r7 PUBLIC HEALTH AND SAFETY
Although this alternative would have a higher density of residential development than the proposed
project, no substantial differences would be anticipated in identified public health and safety impacts.
AESTHETICS
The visual impacts of this alternative may be slightly reduced because the size of the hotel would be
reduced. Por drivers on Interstate 580, the proposed hotel would be the most prominent structure on
the Dublin parcel. By reducing the size of this structure, the visual change in the local area would be
reduced. However, because the hotel building would be consistent with the visual character of the
commercial developments surrounding the Dublin parcel, this difference would be negligible.
BIOLOGICAL RESOURCES
Because the same total area would be disturbed, this alternative would have the same biological resource
impacts as anticipated with the proposed project.
CULTURAL ]RESOURCES
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 5-13 Alternatives to the Proposed Project
3�-)
Because the same total area would be disturbed, this alternative would have the same cultural resource
impacts as anticipated with the proposed project.
POPULATION AND HOUSING
This alternative would increase the population in Dublin by 360 people, an increase of 12.5 percent
above the 320 people expected with the proposed project. This alternative would also increase the
housing supply by 12.5 percent. This increase in population would only represent approximately 1
percent of the City's current population and approximately 2 percent of the projected five -year growth
in the City. Although the population impacts associated with this alternative would be greater than the
proposed project, their effect on the City would be minimal.
ENERGY RESOURCES
This alternative would have demands on energy resources only slightly less than the proposed project
because of the reduced overall density. As with the proposed project, the energy demands of this
alternative would not significantly affect the energy resources in the region.
5.4.3 CONCLUSION
The impacts associated with this alternative would be slightly less than those anticipated with the
proposed project with the exception of population and housing supply, which would both increase by
12.5 percent. On balance, this alternative would have fewer environmental impacts than the proposed
project. However, this alternative would not generate sufficient revenue to construct the public facility
components of the proposed project (Table 5 -1). The financial variables that affect this alternative
include transit ridership (i.e., farebox revenue) and taxes generated by private use, particularly the
Transient Occupancy Tax generated by the hotel. Over the first 10 years of the project, a negative $1.2
million in cash flow is expected.
5.� PLEASANTON REDUCED DENSITY ALTERNATIVE
5.5.1 DESCRIPTION
El
The Pleasanton Reduced Density Alternative was developed in order to minimize the environmental
impacts of the proposed project by reducing site densities. This alternative assumes the elimination of a
all office uses on the Pleasanton parcel. The 419 parking spaces proposed for the BART station would
EDAW Son Francisco Bay Area Rapid Transit District
Alternatives to the Proposed Project 5 -14 West Dublin /Pleasanton BART Station and Transit Village
M•
remain, although they would be provided as surface parking rather than within a structure as more
r-
ground space would be available. No changes would occur on the Dublin parcel.
5.5.2 IMPACTS
per,
LAND USE
t. This alternative would reduce the overall land use density when compared with the proposed project.
No land use impacts on the Pleasanton parcel would occur because no development, other than a
t
surface parking lot, would occur. On the Dublin parcel, the residential and hotel uses would be
compatible with the surrounding land uses.
� ,;
HYDROLOGY AND WATER QUALITY
The hydrology and water quality impacts anticipated with this alternative would generally be the same
r-
as the proposed project. The same total area of the site would be disturbed in order to construct the
k parking lot, resulting in an equal area of impermeable surfaces. In addition, the same storm water
control facilities would be necessary.
NOISE
Decreases in traffic noise levels, primarily on Pleasanton roadways, would be anticipated with this
alternative because fewer vehicle trips would be generated from the Pleasanton parcel. However, this
difference would be negligible because of the relatively small contribution the office vehicle trips would
r contribute to local roadway noise levels.
AIR QUALITY
` This alternative would have fewer air quality impacts than the proposed project because fewer vehicle
trips would be anticipated. Air quality impacts would still be generated by the uses proposed on the
r-
Dublin parcel
1
TRANSPORTATION AND CIRCULATION
The proposed project's traffic impacts identified in Pleasanton would be substantially reduced with this
r alternative. In Pleasanton, a significant project impact would occur at the Stoneridge Mall
Road /Stoneridge Drive intersection. With the project's contribution, the intersection would operate
i
San Francisco Boy Area Rapid Transit District EDAW
., West Dublin /Pleasanton BART Station and Transit Villoge 5 -15 Alternatives to the Proposed Project
3-7 of
at LOS E during the a.m. peak hour. With implementation of this alternative, the a.m. peak hour trips
would be reduced by 49 percent. This would reduce the level of service at this intersection to LOS D
during the a.m. peak hour. Therefore, this significant impact would be avoided with this alternative.
PUBLIC SERVICES AND UTILITIES
This alternative would generally eliminate the demand on public services and utilities in the City of
Pleasanton when compared to the proposed project. Therefore, the public service and utility impacts
anticipated with the proposed project in Pleasanton would not occur with this alternative. These
services would still be necessary in the City of Dublin and the impacts identified in Dublin with the
proposed project would still occur with this alternative.
PUBLIC HEALTH AND SAFETY
Because significant public health and safety impacts were not identified for the office uses on the
Pleasanton parcel, the elimination of these uses would have little effect on the project's public health
and safety effects. Therefore, no substantial differences in identified public health and safety impacts
between the proposed project and this alternative would be anticipated .
AESTHETICS
The visual character of this alternative would differ substantially when compared with the proposed
project. For drivers on Interstate 580, the view of the Pleasanton parcel would consist solely of surface
parking. The office building and BART parking structure would no longer be present. Although this
would reduce the Pleasanton parcel's visual prominence from Interstate 580, replacing buildings with
surface parking would not necessarily improve the local visual environment. With large parking lots
in the surrounding area, including the parking lots along the northern end of Stoneridge Mall, the
addition of 419 surface parking spaces could be perceived by some as a negative visual impact when
compared to an office building and parking structure. Although the visual impacts would differ with
this alternative, they likely would not be reduced.
BIOLOGICAL RESOURCES
Because the same total area would be disturbed, this alternative would have the same biological resource
impacts as anticipated with the proposed project.
EDAW San Francisco Bay Area Rapid Transit District
Alternatives to the Proposed Project 5 -16 West Dublin /Pleasanton BART Station and Transit Village
M
El
� X80
F
z;
y,
r--
CULTURAL RESOURCES
For this alternative, the same total surface area would be disturbed by grading activities as with the
proposed project. However, because excavation for building foundations would not be necessary on
the Pleasanton parcel, less subsurface soil would be disturbed with this alternative (i.e., the depth of
excavation would be reduced when compared to the proposed project). Therefore, impacts on potential
subsurface cultural resources may be reduced when compared to the proposed project. Because no
cultural resources have been identified on the project site, the cultural resource impacts of this
alternative would likely not differ substantially when compared to the proposed project.
POPULATION AND HOUSING
This alternative would have the same population and housing impacts as the proposed project.
ENERGY RESOURCES
This alternative would reduce energy demands on the Pleasanton parcel when compared to the
proposed project. However, as with the proposed project, the energy demands of this alternative would
not significantly affect the energy resources in the region.
5.5.3 CONCLUSION
The impacts associated with this alternative would be slightly less than those anticipated with the
proposed project. Other than the No Project Alternative, the Pleasanton Reduced Density Alternative
would be considered the environmentally superior alternative because it would reduce the overall
project impacts. It would not, however, eliminate any of the proposed project's significant and
unavoidable impacts. Additionally, this alternative would not generate sufficient revenue to construct
the public facility components of the proposed project. The financial variables that affect this alternative
include transit ridership (i.e., farebox revenue) and taxes generated by private use. Over the first 10
years of the project, a negative $1.4 million in cash flow is expected.
5.6 ALTERNATIVES CONSIDERED BUT REJECTED FROM FURTHER
CONSIDERATION
The concept of an alternative location was considered as an alternative but has been rejected because
it would fail to meet one of the project's primary objectives, which includes creating a transit- oriented
development that uses the site's unique location along the existing BART line to support public transit
Son Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 5 -17 Alternatives to the Proposed Project
38c
r�l
uses and reduce single- occupant vehicle trips while supporting construction of the West
Dublin/Pleasanton BART Station. In addition, the station infrastructure has already been installed at
the project site and BART owns the property. The infrastructure would have to be rebuilt at another]
location to accommodate an alternative site development.
EDAW San Francisco Bay Area Rapid Transit District
Alternatives to the Proposed Project 5 -18 West Dublin /Pleasanton BART Station and Transit Village
i
382--
t
6 CUMULATIVE and GROWTH - INDUCING IMPACTS
6.1 CUMULATIVE IMPACTS OF THE PROPOSED PROJECT
The State CEQA Guidelines, §15130, require that an EIR shall discuss cumulative impacts of a project
e- when the project's incremental effect is "cumulatively considerable." According to §15065,
F "Cumulatively considerable means that the incremental effects of an individual project are considerable
when viewed in connection with the effects of past projects, the effects of other current projects, and
the effects of probable future projects as defined in §151302" Pursuant to §15130, "(t)he discussion
of cumulative impacts shall reflect the severity of the impacts and their likelihood of occurrence, but the
discussion need not provide as great detail as is provided for the effects attributable to the project alone.
The discussion should be guided by the standards of practicality and reasonableness, and should focus
- on the cumulative impact to which the identified other projects contribute rather than the attributes
of other projects which do not contribute to the cumulative impact." The proposed project is
considered to have a significant cumulative effect if:
(1) the cumulative effects of development without the project are not
significant and the project's additional impact is substantial enough,
when added to the cumulative effects, to result in a significant impact;
or
(2) the cumulative effects of development without the project are already significant
and the project contributes measurably to the effect. The term "measurably"
is subject to interpretation. The standards used herein to determine
F- measurability are that either the impact must be noticeable to a reasonable
person, or must exceed an established threshold of significance. If the
cumulative condition would be effectively the same with or without the project,
it would not be considered a measurable contribution.
Mitigation measures are to be developed, when feasible, that reduce the project`s contribution to
cumulative effects to a less- than- significant level. The State CEQA Guidelines acknowledge that
t _ sometimes the only feasible method for mitigating or avoiding significant cumulative effects is to adopt
ordinances or regulations that apply to all projects that contribute to the cumulative effect.
r The State CEQA Guidelines provide two approaches to analyzing cumulative impacts. The first is the
list approach, which requires a listing of past, P resent , and reasonably anticipated future projects
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -1 (umulative and Growth- Inducing Impacts
producing related or cumulative impacts. The second is the summary approach, wherein the relevant
projections contained in an adopted general plan or related planning document that is designed to
evaluate regional or area wide conditions are summarized. Cumulative impacts analyzed in this EIR
are primarily based on the summary approach. The exception is the traffic analysis, which identifies
traffic anticipated from individual projects in a buildout scenario.
6.1.1 CUMULATIVE LAND USE ASSUMPTIONS
This cumulative impact assessment is based on the land use projections included in the 1996 Pleasanton
General Plan and the 1998 Dublin General Plan.
PLEASANTON GENERAL PLAN PROJECTIONS
The Pleasanton General Plan identifies a total of 21,180 housing units as of January 1995 that provide
housing for approximately 57,347 residents. In the future, the General Plan assumes Pleasanton will
grow to hold approximately 29,000 homes, assuming buildout of all residential lands identified on the
General Plan Map. The City's Growth Management Program currently limits annual housing growth
to 750 units, or about 1,930 persons. At this rate, Pleasanton would achieve a buildout population of
74,500 in the Planning Area in 2004.
As of 1995, Pleasanton contained about 3,000 businesses that employed about 32,000 full- and
part -time workers. Approximately 21% of these workers lived in Pleasanton, another 29% lived
elsewhere in the Tri -Valley area, and the remaining 50% commuted from the greater outlying area.
Pleasanton is projected to grow to support an employment base of approximately 68,254 workers,
assuming buildout of all employment- generating lands identified on the General Plan Map.
Employment is expected to grow at an average rate of about 1,520 jobs per year over the next 10 years.
At this rate, Pleasanton will reach an employment base of 47,000 by the year 2005. Buildout of all
employment uses are projected to occur by 2018.
The General Plan Map designates an Urban Growth Boundary (UGB) line around the edge of land
planned for urban development at General Plan buildout. The line distinguishes areas generally suitable
for urban development and the provision of urban public facilities and services from areas generally
suitable for the long -term protection of natural resources, large lot agricultural and grazing, parks and
recreation, public health and safety, subregionally significant wildlands, buffers between communities,
and scenic ridgeline views. The UGB is intended to be permanent and to define the line beyond which
urban development will not occur.
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -2 West Dublin /Pleasanton BART Station and Transit Village
77
177
DUBLIN GENERAL PLAN PROJECTIONS
The Dublin General Plan does not include detailed projections of future growth, therefore, the
cumulative development assumptions for Dublin were based on buildout assumptions included in the
Dublin traffic model and traffic impacts associated with growth in BART ridership to 2020.
6.1.2 CUMULATIVE IMPACTS
i'
r-
TRANSPORTATION AND CIRCULATION
G,
The following discussion describes the cumulative traffic and circulation impacts anticipated in each city
with buildout of their respective general plans. The impact analysis is followed by a description of
mitigation measures necessary to reduce cumulative traffic impacts to less- than- significant levels.
r-
DUBLIN GENERAL PLAN BUILDOUT CONDITIONS
l This scenario adds traffic generated by BART, the Downtown Dublin Spec Plans and the buildout
of the Dublin General Plan in the Year 2020 to the Existing plus Approved Projects plus Project
scenario. BART ridership projects for the Year 2020 were obtained from the March 2000 update of
the BART Ridership Forecasting Model (BART 2000). The Existing plus Approved Projects plus
r .
Project plus General Plan Buildout turning movement volumes are identified in Exhibit 6 -1.
In the Year 2020, it is estimated that approximately 7,891 passengers would use the West
Dublin/Pleasanton BART Station, an incremental growth of 2,155 passengers from the Year 2010.
r " Of these 2,155 passengers, about 297 (229 entries /68 exits) are expected to ride BART during the a.m.
l-, peak hour and 272 passengers (87 entries /185 exits) during the p.m. peak hour.
--
Using the same mode -split information previously presented in Section 4.5 - Transportation and
Circulation of this report and the 63/37 percent split between the two sides of the West
Dublin/Pleasanton BART Station, it is estimated that the station would generate approximately 151
more a.m. peak hour vehicle trips and 131 more p.m. peak hour vehicle trips.
Similar to the near -term conditions, it is assumed that 15 percent of the home -based trips would be new
trips and 85 percent would be diverted freeway trips. The work -based trips were assigned to the
roadway network similar to the previous scenario.
San Frondsco Bay Area Rapid Transit Distrid EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -3 Cumulative and Growth- Indudng Impacts
2
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PRO
The Downtown Dublin Specific Plans are divided into three geographic areas within the City
boundaries. These include the West Dublin/Pleasanton BART Station, the Downtown Core, and the
j Village Parkway Specific Plan Areas. The draft traffic study for the Dublin Specific Plans was prepared
by Omni -Means and was submitted to the City on August 28, 2000.
The proposed West Dublin BART Specific Plan Area comprises 77 acres and would be Iocated between
Dublin Boulevard on the north, I -580 to the south, San Ramon Road to the west, and Amador Plaza
Road to the east. Including the proposed project, the proposed uses within this area would be
comprised of commercial - retail, office, residential, and hotel uses. The Downtown Core Specific Plan
Area comp PP Y e rises a roximatel 54 acres bounded by Regional Street, Amador Valley Boulevard,
Amador Plaza Road, and Dublin Boulevard. The land uses within this area include retail, restaurant, .
and auto uses. Lastly, the Village Parkway Specific Plan Area comprises approximately 31 acres and
is located on either side of Village Parkway just north of Amador Valley Boulevard extending to Dublin
Boulevard. The existing land uses in this area include strip commercial -retail development. To date,
no additional land uses are proposed for the Village Parkway area as part of the overall Dublin Specific
Plan.
Results of Level of Service Analysis
Impact
City of Dublin Intersections - Eadsting Plus Approved Proiects Plus Proiect
Plus General Plan Buildout Scenario. Cumulative traffic growth in the region
6 -� would result in the unacceptable operation of Dublin Boulevard /Golden Gate
Drive, Dublin BoulevardlAmador Plaza Road, Dublin Boulevard /Dougherty
Road, and San Ramon Road /I -580 Westbound Ramps intersections in the p.m.
peak hour and the unacceptable operation of St. Patrick Way /Golden Gate Drive
in both the a.m. and p.m. peak hours. With the exception of Dublin
Boulevard /Dougherty Road and San Ramon Road /I -580 Westbound ramps, the
traffic generated by the proposed project would contribute to the unacceptable
operation of these intersections. This would be considered a significant
cumulative traffic impact.
The forecasted traffic volumes illustrated in Exhibit 6 -1 were analyzed to determine intersection levels
of service under the Existing plus Approved Projects plus Project plus General Plan Buildout scenario.
Under this scenario, all of the study intersections are expected to continue to operate acceptably during
i the a.m. peak hour, except St. Patrick Way /Golden Gate Drive. Nine of the 14 intersections evaluated
are expected to continue to operate acceptably at LOS D or better during the p.m. peak hour. The
intersections of Dublin Boulevard /Golden Gate Drive, Dublin Boulevard / Amador Plaza Road, Dublin
l
F--
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -5 Cumulative and Growth- Inducing impacts
3 07
Boulevard/Dougherty Road, San Ramon Road/I -580 Westbound Ramps, and St. Patrick Way /Golden
Gate Drive are expected to operate unacceptably as described below.
• Dublin Boulevard /Golden Gate Drive - This intersection is expected to deteriorate from LOS
A to LOS E during the p.m. peak hour with the addition of project and cumulative traffic.
Therefore, the project is considered to significantly impact this intersection under the
cumulative conditions. Therefore, the proposed project's contribution to this cumulative traffic
impact would be considered significant.
• Dublin Boulevard /Amador Plaza Road - This intersection is projected to operate unacceptably
during the p.m. peak hour with the addition of project and cumulative traffic. Therefore, the
proposed project's contribution to this cumulative traffic impact would be considered
significant.
• San Ramon Road/1 -580 Westbound Ramps - The northbound approach of this reconfigured
intersection would include two through lanes on San Ramon Road. With the combination of
project and cumulative traffic, the intersection is expected to operate at LOS F during the p.m.
peak hour. The project would increase the V/C ratio at the intersection by 0.01 in the a.m.
peak hour, which is less than the 0.02 threshold and would not increase the V/C ratio at all
during the p.m. peak hour. Therefore, the proposed project's contribution to this cumulative
traffic impact would be considered less than significant.
• Dublin Boulevard/Dougherty Road - This signalized intersection is projected to operate
unacceptably during the p.m. peak hour whether or not the proposed project is developed. The
project would actually reduce impacts at this intersection. Therefore, the project is not -
considered to significantly affect this intersection under cumulative conditions.
• St. Patrick Way /Golden Gate Drive - This unsignalized intersection is projected to deteriorate
from LOS C to an unacceptable LOS F during both peak hours with the addition of cumulative
and project traffic. Based on the Caltrans` peak hour warrant and the peak hour volumes, a
signal is warranted at this intersection. This would be considered a significant cumulative
impact.
Table 6 -1 presents a summary of peak hour levels of service at the study intersections under the Existing
plus Approved plus Project plus General Plan Buildout scenario. The level of service worksheets are
provided in Appendix B.
EDAW
San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -6 West Dublin /Pleasanton BART Station and Transit Village
7
t
f '
TABLE 6 -1
DUBLIN PEAK HOUR INTERSECTION LEVELS OF SERVICE -
EXISTING PLUS APPROVED PLUS PROJECT PLUS GENERAL PLAN BUILDOUT
SIGNALIZED INTERSECTIONS
Existing +Approved +Projed
Existing + Approved + Project+
General Plan Buildout
ID
intersection
A.M. Peak Hour
P.M. Peak Hour
A.M. Peak Hour
P.M. Peak Hour
v/c I
LOS
v/c
LOS
We
LOS
v/c
LOS
1 Amador Valley Blvd. /San Ramon Rd. 0.49 A 0.62 B 0.49 A 0.70 B
2 Amador Valley Blvd./Regional Street 0.34 A 0.56 A 0.35 A 0.57 A
3 Amador Valley Blvd./Donohue Drive 0.37 A 0.45 A 0.40 A 0.55 A
4 Amador Valley Blvd. /Amador Plaza Rd 0.34 A 0.58 A 0.38 A 0.65 B
5 Amador Valley Blvd./Village Parkway 0.63 B 0.76 C 0.72 C 0.84 D
6 Dublin Blvd. /San Ramon Rd. 0.83 D 0.78 C 0.85 D 0.89 D
7 Dublin Blvd./Regional St. 0.38 A 0.55 A 0.49 A 0.79 C
8 Dublin Blvd. /Golden Gate Dr. 0.38 A 0.60 A 0.73 C 0.95 E
- MITIGATED -- -- -- -- 0.67 B 0.83 D
9 Dublin Blvd. /Amador Plaza Rd. 0.51 A 0.82 D 0.57 A 0.99 E
- MITIGATED 0.51 A 0.86 D
10 Dublin Blvd/Village Parkway 0.46 A 0.61 B 0.48 A 0.71 C
11 Dublin Blvd./Dougherty Rd. . 0.72 C 0.97 E 0.74 C 0.97 E
12 San Ramon Rd./I -580 WB Ramps 0.63 B 0.79 C 0.82 D 1.03 F
- MITIGATED -- -- -- -- 0.78 C 0.81 D
14 St. Patrick Way /Golden Gate Dr. -- -- -- -- -- -- -- --
- MITIGATED -- -- -- -- 0.65 B 0.54 A
15 St. Patrick Way /Amador Plaza Rd. 0.33 A 0.36 A 0.39 A 0.42 A
UNSIGNALIZED INTERSECTIONS
Existing + Approved + Project
Existing + Approved + Project +
General Plan Buildout
A.M. Peak Hour
P.M. Peak Hour
A.M. Peak Hour
P.M. Peak Hour
ID
Intersection
Delay,
Delay,
Delay,
Delay,
sedveh
LOS
se</veh
LOS
sWveh
LOS
wiveh
LOS
14
St. Patrick Way /Golden Gate Dr.
25.0
D
>90.0
F
>90.0
F
- MITIGATED
12.5
C
14.1
C
12.5
C
14.1
C
Note: v/c =volume to capacity ratio, LOS= level of service
r^
w San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -7 Cumulative and Growth- Inducing Impacts
Impact City of Dublin Roadway Segments - Existing Plus Approved Proiects Plus
Protect Plus General Plan Buildout Scenario. Cumulative traffic growth in the
6 -2 region would result in traffic volumes on the roadway segments of Amador Plaza
Road south of Dublin Boulevard and Golden Gate Drive exceeding their capacity.
This would be considered a significant cumulative traffic impact.
An analysis was conducted to determine the number of through lanes that would be needed to have
various roadway segments operate at acceptable levels of service during cumulative conditions. The
following six roadway segments were analyzed:
1. Dublin Boulevard between Dougherty Road and Village Parkway
2. Dublin Boulevard between Village Parkway and San Ramon Road
3. Amador Plaza Road south of Dublin Boulevard
4. Golden Gate Drive
5. Regional Street south of Dublin Boulevard
6. St. Patrick Way between Amador Plaza Road and Golden Gate Drive
Under the Existing Plus Approved Projects Plus Project Plus General Plan Buildout Scenario, two
roadway segments would exceed the 15,600 vehicles per day capacity identified for two -lane (one -lane
each direction) roadway segments by the Transportation Research Board's 1994 Highway Capacity
Manual. These roadway segments include Amador Plaza Road south of Dublin Boulevard and Golden
Gate Drive. This would be considered a significant cumulative traffic impact..
PLEASANTON GENERAL PLAN BummuT (NO PROJECT) CONDITIONS
This scenario assumes buildout of the City in accordance with the current General Plan. Buildout
development consists of projects that have not received final plan approval from the City, but have been
identified to be completed in the long -term. As in the Existing plus Approved Projects scenario, the
1998 City of Pleasanton Traffic Model yielded vehicular trip generation, distribution, and assignment
for the buildout scenarios (City of Pleasanton, June 1999). Appendix B contains the trip generation
assumptions for the buildout projects evaluated under this scenario. Exhibit 6 -2 illustrates Buildout
(No Project) traffic volumes without the West Las Positas interchange.
Results of Level of Service Analysis
The forecasted traffic volumes illustrated in Exhibit 6 -2 were analyzed to determine levels of service at
the study intersections for the General Plan Buildout (No Project) scenario with and without the West
Las Positas interchange.
1W
EDAW San Francisco Bay Area Rapid Transit District
(umulative and Growth - Inducing Impacts 6 -8 West Dublin /Pleasanton BART Station and Transit Village
■w
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Under the scenario without the West Las Positas interchange, it was found that six of the 12 study
intersections would operate at acceptable levels of service. The five study intersections on Stoneridge
Drive between and including the I -680 Southbound Ramps and Hopyard Road (Nos. 313 8r- 346 -
349) plus the San Ramon Boulevard/1 -580 Westbound Ramps (No. 901) intersection are projected
to operate unacceptably. With construction of the West Las Positas interchange, only three of these
intersections, Hopyard Road /Stoneridge Drive (No. 313),1-680 Southbound Ramps /Stoneridge Drive
(No. 346) and San Ramon Boulevard/I -580 Westbound Ramps (No. 901), are projected to operate
at unacceptable levels of service.
The following six study intersections are projected to operate unacceptably under the General Plan
Buildout (No Project) scenarios:
• Hopyard Road /Stoneridge Drive (No. 313) - With and without the West Las Positas
interchange, this signalized intersection is projected to operate unacceptably during the p.m.
peak hour. If the interchange is not built, the intersection is expected to continue to operate
unacceptably even with the implementation of the anticipated City improvements described
under the Existing plus Approved Projects scenario. However, the anticipated improvement
would be sufficient to mitigate conditions to acceptable levels of service if the interchange is
built.
The West Las Positas Citizens' Committee is currently studying alternative mitigation measures
to the interchange. As indicated in the recent West Las Positas Interchange Study, additional
improvement options would be necessary to mitigate citywide buildout impacts on City streets
and freeways (Dowling Associates, 1999). These options include the construction of braided
freeway ramps at Stoneridge Drive, widening of Stoneridge Drive from Hopyard Road to I-
680, and implementation of accelerated employer trip reduction programs to reduce single
occupant vehicle (SOV) commuting by Pleasanton employees between five to 14 percent.
• I -680 Southbound Ramps /Stoneridge Drive (No. 346) - With or without the West Las Positas
interchange, this signalized intersection is projected to operate at LOS F during the a.m. and
p.m. peak hours. With the planned improvement, the intersection is expected to continue to
operate unacceptably. If the interchange is not built, the intersection is expected to continue
to operate unacceptably even with the implementation of the anticipated City improvements
described under the Existing plus Approved Projects scenario. However, the anticipated
improvement would be sufficient to mitigate conditions to acceptable levels of service if the
interchange is built.
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -10 West Dublin /Pleasanton BART Station and Transit Village
1
C
'390
The West Las Positas Citizens' Committee is currently studying alternative mitigation measures
to the interchange. Additional improvement options would be necessary to mitigate citywide
r"I
[ I
buildout impacts on City streets and freeways as indicated in the recent West Las Positas
Interchange Study if the interchange is not built.
• 1-680 Northbound Ram ps/Stoneridge Drive (No. 347) - Without the West Las Positas
interchange, this signalized intersection is projected to operate at LOS F during the p.m. peak
hour. However, with the interchange, this intersection is projected to operate acceptably at
LOS D. The West Las Positas Citizens' Committee is currently studying alternative mitigation
measures to the interchange. Additional improvement options would be necessary to mitigate
citywide buildout impacts on City streets and freeways as indicated in the recent West Las
F7 Positas Interchange Study if the interchange is not built.
• Johnson Drive/Stoneridge Drive (No. 348) - Without the West Las Positas interchange, this
signalized intersection is projected to operate at LOS E during the p.m. peak hour. However,
with the interchange, this intersection is projected to operate acceptably at LOS D. The West
Las Positas Citizens' Committee is currently studying alternative mitigation measures to the
interchange. Additional improvement options would be necessary to mitigate citywide
buildout impacts on City streets and freeways as indicated in the recent West Las Positas
Interchange Study if the interchange is not built.
I
• Denker Drive/Stoneridge Drive (No. 349) - Without the West Las Positas interchange, this
signalized intersection is projected to operate at LOS E during the p.m. peak hour. However,
with the interchange, this intersection is projected to operate acceptably at LOS D. The West
Las Positas Citizens' Committee is currently studying alternative mitigation measures to the
interchange. Additional improvement t options would be necessary to mitigate citywide
buildout impacts on City streets * and freeways as indicated in the recent West Las Positas
Interchange Study if the interchange is not built.
• San Ramon Road/I-580 I Westbound Ramps (No. 901) - With I or without the West Las Positas
interchange, this signalized intersection is projected to operate at LOS F during the p.m. peak
hour. Widening to provide a third exclusive through lane on the northbound San Ramon
Drive approach would mitigate conditions at this intersection. After implementation of this
improvement, the intersection would operate acceptably at LOS C with and without the West
Las Positas interchange. It should be noted that a Project Study Report for proposed
reconfiguration of this interchange is currently being prepared for interchange by the City
ii this
of Dublin. This improvement is expect to be completed within five years.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 6-11 Cumulative and Growth-inducing Impacts
l3
Table 6 -2 presents a summary of peak hour levels of service at the study intersections under General
Plan Buildout (No Project) scenario. Level of service worksheets are provided in Appendix B.
GENERAL PLAN BUILDOUT PLUS PROJECT CONDITIONS
This scenario adds traffic generated by the proposed project in the Year 2020 to the General Plan
Buildout (No Project) scenario. As described in the Dublin Traffic Analysis section of this report,
ridership for the proposed West Dublin/Pleasanton BART Station is projected to increase between Year
2010, the near -term horizon, and the Year 2020, the buildout horizon year. Using the same modal
split information previously presented and the 63/37 percent split between the Dublin and Pleasanton
sides of the BART station, respectively, it is estimated that the proposed BART station on the
Pleasanton side would generate approximately 88 more a.m. peak hour vehicle trips and 74 more p.m.
peak hour vehicle trips than estimated for the near -term scenario.
Similar to the near -term conditions, it is assumed that 15 percent of the home -based trips would be new
trips and 85 percent would be diverted freeway trips. The work -based trips were assigned to the
roadway network similar to the previous scenario. The General Plan Buildout plus Project turning
movement volumes are shown on Exhibit 6 -3
Results of Level of Service Analysis
lm acfi City of Pleasanton Intersections - Eadsting Plus Approved Proiects Plus
P
Proiect Plus General Plan Buildout Scenario. Cumulative traffic growth in the
6 -3
region would result in the unacceptable operation of six study intersections on
Stoneridge Drive between and including Stoneridge Mall Road and Hopyard
wt
Road (Nos. 313 & 345 - 349) and the intersection of San Ramon Boulevard /I -580
Westbound Ramps (No. 901). With construction of the West Las Positas
interchange, four of these intersections are projected to operate at unacceptable
levels of service including Stoneridge Mall Road /Stoneridge Drive (No. 345),
1 -680 Southbound Ramps /Stoneridge Drive (No. 346), 1 -680 Northbound
Ramps /Stoneridge Drive (No. 347), and San Ramon Boulevard /I -580 Westbound
Ramps (No. 901). The traffic generated by the proposed project would contribute
significantly to the unacceptable operation of three of these intersections. These
include 1 -680 Southbound Ramps /Stoneridge Drive (No. 346),1 -680 Northbound
Ramps/Stoneridge Drive (No. 347), and Johnson Drive/Stoneridge Drive (No.
348). This would be considered a significant cumulative traffic impact.
EDAW Son Francisco Bay Area Rapid Transit District
Cumulative and Growth- Inducing Impacts 6 -12 West Dublin /Pleasanton BART Station and Transit Village
0 $
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EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -14 West Dublin /Pleasanton BART Station and Transit Village
TABLE 6 -2
PEAK HOUR INTERSECTION LEVELS OF SERVICE - BUILDOUT WITHOUT PROJECT
SIGNALIZED INTERSECTION - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE
ID
A.M. Peak Hour
P.M. Peak Hour
v/c
LOS
v/c
LOS
Intersection
302
FOOTHILL ROAD /CANYON WAY
0.69
B
0.89
D
WITH GENERAL PLAN BUILDOUT IMPROVEMENT
0.64
B
0.85
D
304
FOOTHILL ROAD / STONERIDGE DRIVE
0.41
A
0.48
A
313
HOPYARD ROAD / STONERIDGE DRIVE
0.86
D
1.11
F
WITH CITY INITIATED IMPROVEMENT
0.73
C
0.92
E
344
SPRINGDALEAVENUE /STONERIDGEDRIVE
0.50
A
0.79
C
345
STONERIDGE MALL ROAD / STONERIDGE DRIVE
0.90
D
0.87
D
346
I -680 SB RAMPS / STONERIDGE DRIVE
1.13
F
1.23
F
WITH GENERAL PLAN BUILDOUT IMPROVEMENT
0.97
E
1.10
F
WITH CITY INITIATED IMPROVEMENT
0.88
D
0.93
E
347
I -680 NB RAMPS / STONERIDGE DRIVE
0.88
D
1.10
F
348
JOHNSON DRrWSTONERIDGE DRIVE
0.74
C
0.93
E
349
DENKER DRIVE/STONERIDGE DRIVE
0.84
D
0.93
E
392
STONERIDGE MALL ROAD /CANYON WAY
0.40
A
0.46
A
901
SAN RAMON RD/1 -580 WB RAMPS
0.88
D
1.06
F
- MITIGATED 3RD NB THRU
0.78
C
0.87
D
903
FOOTHILL ROAD/I -580 EB RAMPS
0.74
C
0.85
D
SIGNALIZED INTERSECTIONS- WITH 1- 680/WEST LAS POSITAS INTERCHANGE
ID
Intersection
A.M. Peak Hour
P.M. Peak Hour
v/c
LOS
v/c
LOS
302
FOOTHILL ROAD /CANYON WAY
0.71
C
0.89
D
WITH GENERAL PLAN BUILDOUT IMPROVEMENT
0.65
B
0.85
D
304
FOOTHILL ROAD / STONERIDGE DRIVE
0.40
A
0.46
A
313
HOPYARD ROAD / STONERIDGE DRIVE
0.70
B
0.98
E
WITH GENERAL PLAN BUILDOUT IMPROVEMENT
0.58
A
0.83
D
344
SPRINGDALE AVENUF,/STONERIDGE DRIVE
0.50
A
0.78
C
345
STONERIDGE MALL ROAD / STONERIDGE DRIVE .
0.89
D
0.87
D
346
1 -680 SB RAMPS / STONERIDGE DRIVE
1.03
F
1.02
F
WITH GENERAL PLAN BUILDOUT IMPROVEMENT
0.92
E
0.93
E
WITH CITY INITIATED IMPROVEMENT
0.85
D
0.87
D
347
I -680 NB RAMPS / STONERIDGE DRIVE
0.81
D
.090
D
348
JOHNSON DRIVE/STONERIDGE DRIVE
0.64
B
0.82
D
349
DENKER DRIVE/STONERIDGE DRIVE
0.77
C
0.83
D
392
STONERIDGE MALL ROAD /CANYON WAY
0.41
A
0.45
A
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -14 West Dublin /Pleasanton BART Station and Transit Village
p
E
TABLE 6 -2
PEAK HOUR INTERSECTION LEVELS OF SERVICE - BUILDOUT WITHOUT PROJECT
901 SAN RAMON RD/I -580 WB RAMPS 0.88 D 1.06 F
- MITIGATED 3R' NB THRU 0.78 C 0.87 D
903 FOOTHILL ROAD/I -580 EB RAMPS 0.75 C 0.85 D
NOTE: V/C = VOLUME TO CAPACITY RATIO, LOS = LEVEL OF SERviCE
The forecasted traffic volumes illustrated in Exhibit 6 -3 were analyzed to determine intersection levels
of service under the General Plan Buildout plus Project scenario with and without the West Las Positas
interchange. Intersections projected to operate acceptably under the General Plan Buildout (No
Project) scenario would continue to operate acceptably with the project with the exception of the
intersections of Stoneridge Mall Road /Stoneridge Drive (No. 345) and I -680 Northbound
Ramps /Stoneridge Drive (No. 347). The six study intersections on Stoneridge Drive between and
including Stoneridge Mall Road and Hopyard Road (Nos. 313 & 345 349) plus the San Ramon
Boulevard/I -580 Westbound Ramps (No. 901) intersection are projected to operate unacceptably.
With construction of the West Las Positas interchange, five of these intersections are projected to
operate at unacceptable levels of service including Hopyard Road /Stoneridge Drive (No. 313),
Stoneridge Mall Road /Stoneridge Drive (No. 345), I -680 Southbound Ramps /Stoneridge Drive (No.
346), I -680 Northbound Ramps /Stoneridge Drive (No. 347), and San Ramon Boulevard/I -580
Westbound Ramps (No. 901).
The following seven study intersections are projected to operate unacceptably under General Plan
Buildout plus Project conditions:
• Hopyard Road /Stoneridge Drive (No. 313) - Without the West Las Positas interchange, this
signalized intersection is projected to operate unacceptably at LOS F during the p.m. peak hour
whether or not the proposed project is developed. The project would increase the v/c by 0.01,
which is less than the 0.02 threshold. Therefore, the project would not significantly affect the
intersection under the buildout conditions. With the West Las Positas interchange, the
intersection would operate acceptably.
• Stoneridge Mall Road /Stoneridge Drive (No. 345) - With or without the West Las Positas
interchange, this signalized intersection is projected to operate at LOS F during the a.m. peak
hour with development of the proposed project. The mitigation measures described under the
-
near-term. scenarios, which consist of the construction of a free right -turn lane on the
westbound Stoneridge Drive approach, would improve conditions to an acceptable LOS D
K
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -15 Cumulative and Growth - Inducing Impacts
with and without the West Las Positas interchange. Therefore, the project would not
significantly affect this intersection under the buildout conditions.
• I -680 Southbound Ramps /Stoneridge Drive (No. 346) - With or without the West Las Positas
interchange, this signalized intersection is projected to operate unacceptably at LOS F during
the a.m. and p.m. peak hours whether or not the proposed project is developed. With the
planned future improvement, the intersection is expected to continue to operate unacceptably.
Considering the planned future improvement, the project would increase the v/c ratio by more
than the 0.02 threshold during the a.m. peak hour. Therefore, the project is considered to
significantly impact the intersection under the buildout conditions.
• I -680 Northbound Ramps /Stoneridge Drive (No. 347) - Without the West Las Positas
interchange, this signalized intersection is projected to operate unacceptably at LOS F during
the p.m. peak hour whether or not the proposed project is developed. However, unlike the
under the General Plan Buildout (No Project) scenario. This intersection is not projected to
operate acceptably with the West Las Positas interchange. Therefore, this is considered a
significant cumulative traffic impact.
• Johnson Drive /Stoneridge Drive (No. 348) - Without the West Las Positas interchange, this
signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour
whether or not the proposed project is developed. The project would increase the v/c ratio at
the intersection by 0.02. Therefore, the project is considered to significantly impact the
intersection. As under the General Plan Buildout (No Project) scenario, this intersection is
projected to operate acceptably at LOS D with the West Las Positas interchange.
• Denker Drive /Stoneridge Drive (No. 349) - Without the West Las Positas interchange, this
signalized intersection is projected to operate unacceptably at LOS E during the p.m. peak hour
whether or not the proposed project is developed. The project would increase the v/c ratio at
the intersection by 0.01. Therefore, the project is not expected to significantly affect the
intersection. As under the General Plan Buildout (No Project) scenario, this intersection is
projected to operate acceptably at LOS D with the West Las Positas interchange.
• San Ramon Road/I -580 Westbound Ramps (No. 901) - With or without the West Las Positas
interchange, this signalized intersection is projected to operate at LOS E during the p.m. peak
hour whether or not the proposed project is developed. The project would decrease the v/c
ratio at the intersection. Therefore, the project would have less- than- significant impacts on the
intersection. The improvements described under the near -term scenarios, which consists of the
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -16 West Dublin /Pleasanton BART Station and Transit Village
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construction of an additional northbound lane, would improve conditions to an acceptable LOS
D with and without the West Las Positas interchange.
Table 6 -3 presents a summary of peak hour levels of service at the study intersections under the General
Plan Buildout plus Project scenario. The level of service worksheets are provided in Appendix B.
A MITIGATION MEASURES
Mitigation City of Dublin Intersections - Existing Plus Approved Proiects Plus Proiect Plus
6_1 General Plan Buildout Scenario.
- The following mitigation measures are identified to improve cumulative traffic conditions to acceptable
levels of service:
• Dublin Boulevard /Golden Gate Drive - In response to cumulative traffic growth, the addition
of a second exclusive northbound Left- turn lane on _Golden Gate Drive shall be installed to
improve the level of service from LOS E to LOS D. The City of Dublin shall be responsible
-- for implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall
r " contribute their fair -share portion through the payment of the City's Traffic Improvement Fee,
which shall be calculated based on the vehicle trips generated by the transit village uses,
exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall
contribute its fair -share portion through a separate payment to the City of Dublin, which shall
be calculated based on the vehicle trips generated by the BART Station and parking garages.
1 ,
�.. Dublin Boulevard / Amador Plaza Road - In response to cumulative traffic growth, an exclusive
i northbound right -turn lane and an exclusive southbound right -turn lane on Amador Plaza
Road shall be installed to improve the level of service to LOS D. The City of Dublin shall be
responsible for implementing this improvement and Jones Lang LaSalle, or their successors in
interest, shall contribute their fair -share portion through the payment of the City's Traffic
77 Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit
village uses, exclusive of the vehicle trips generated by the BART Station and parking garages.
BART shall contribute its fair -share portion through a separate payment to the City of Dublin,
which shall be calculated based on the vehicle trips generated by the BART Station and parking
garages.
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San Francisco Bay Area Rapid Transit District EDAW
-- West Dublin /Pleasanton BART Station and Transit Village 6 -17 Cumulative and Growth - Inducing Impacts
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TABLE 6 -3
PEAK HOUR INTERSECTION LEVELS OF SERVICE- BUILDOUT
WITH PROJECT
SIGNALIZED INTERSECTIONS - WITHOUT 1- 680/WEST LAS POSITAS INTERCHANGE
Buildout Without Project
Buildout With Project
A.M. Peak Hour
P.M. Peak Hour
A.M. Peak Hour
P.M. Peak Hour
ID
Intersection
Y/c
Los
v/c
Los
A
LOS
302
FOOTHILL ROAD /CANYON WAY
0.69
B
0.89
D
0.71
C
0.90
D
304
FOOTHILL ROAD / STONERIDGE DRIVE
0.41
A
0.48
A
0.42
A
0.49
A
313
HOPYARD ROAD / STONERIDGE DRIVE
0.86
D
1.11
F
0.87
D
1.12
F
344
SPRINGDALEAVENUE /STONERIDGEDRIVE
0.50
A
0.79
C
0.53
A
0.81
D
345
STONERIDGE MALL ROAD / STONERIDGE DRIVE
0.90
D
0.87
D
1.10
F
0.90
D
- MITIGATED 1 FREE WB RT LANE
0.44
A
0.87
D
346
I -680 SB RAMPS / STONERIDGE DRIVE
1.13
F
1.23
F
1.20
F
1.22
F
WITH G.P. BUILDOUT IMPROVEMENT
0.97
E
1.10
F
1.04
F
1/09
F
WITH CITY INITIATED IMPROVEMENT
0.88
D
0.93
E
0.95
E
0.98
E
347
I -680 NB RAMPS / STONERIDGE DRIVE
0.88
D
1.10
F
0.87
D
1.13
F
348
JOHNSON DRRWSTONERIDGE DRIVE
0.74
C
0.93
E
0.73
C
0.95
E
349
DENKER DRnWSTONERIDGE DRIVE
0.84
D
0.93
E
0.86
D
0.94
E
392
STONERIDGE MALL ROAD /CANYON WAY
0.40
A
0.46
A
0.43
A
0.46
A
901
SAN RAMON RD/I -580 WB RAMPS
0.88
D
1.06
F
0.88
D
1.04
F
- MITIGATED 3m NB THRU
0.78
C
0.87
D
0.78
C
0.86
D
903
FOOTHILL ROAD/I -580 EB RAMPS
0.74
C
0.85
D
0.75
C
0.85
D
SIGNALIZED INTERSECTIONS - WITH I- 680/WEST LAS POST TAS INTERCHANGE
BunDouT
WrrxoUT
PROJECT
BUILDOUT
WrrH
PROJECT
ID
INTERSECTION
A.M. PEAK
HOUR
P.M. PEAK
HOUR
A.M. PEAR
HOUR
P.M. PEAK
HOUR
Y/C
LOS
v/C
LOS
v/C
LOS
v/C
LOS
302
FOOTHILL ROAD /CANYON WAY
0.71
C
0.89
D
0.74
C
0.90
D
WITH G.P. BUILDo TT IMPROVEMENT
0.65
B
0.85
D
0.68
B
0.86
D
304
FOOTHILL ROAD / STONERIDGE DRIVE
0.40
A
0.46
A
0.40
A
0.47
A
313
HOPYARD ROAD / STONERIDGE DRIVE
0.70
B
0.98
E
0.72
C
0.92
E
WITH CITY INITIATED IMPROVEMENT
0.58
A
0.83
D
0.59
A
083
D
344
SPRINGDALE AVENUE/STONERIDGE DRIVE
0.50
A
0.78
C
0.53
A
0.79
C
345
STONERIDGE MALL ROAD / STONERIDGE DRIVE
0.89
D
0.87
D
1.02
F
0.89
D
- MITIGATED 1 FREE WB RT LANE
0.42
A
0.85
D
346
I -680 SB RAMPS / STONERIDGE DRIVE
1.03
F
1.02
F
1.09
F
1.01
F
WITH G.P. BUILDoUT IMPROVEMENT
0.92
E
0.93
E
0.95
E
0.93
E
WITH CITY INITIATED IMPROVEMENT
0.85
D
0.87
D
0.90
D
0.89
D
347
I -680 NB RAMPS / STONERIDGE DRIVE
0.81
D
0.90
D
0.84
D
0.92
E
348
JOHNSON DRIVE/STONERIDGE DRIVE
0.64
B
0.82
D
0.66
B
0.84
D
349
DENKER DRIVE/STONERIDGE DRIVE
0.77
C
0.83
D
0.78
C
0.83
D
392
STONERIDGE MALL ROAD /CANYON WAY
0.41
A
0.45
A
0.45
A
0.45
A
EDAW San Francisco Bay Area Rapid Transit District
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TABLE 6 -3
PEAK HOUR INTERSECTION LEVELS OF SERVICE- BuILDOUT WITH PROJECT
901 SAN RAMON RDA -580 WB RAMPS 0.88 D 1.06 F 0.88 D 1.02 F
- MITIGATED 0.78 C 0.87 D 0.78 C 0.86 D
903 FOOTHILL ROAD/I -580 EB RAMPS 0.75 C 0.85 D 0.77 C 0.85 D
NOTE: VIC = VOLUME TO CAPACITY RATIO, LOS = LEVEL OF SERVICE
VDU
rt.
St. Patrick Way /Golden Gate Drive - In response to cumulative traffic growth, a traffic signal
shall be installed at this intersection. The installation of a traffic signal would improve the
intersection level of service from LOS F to LOS A during both peak hours. The City of Dublin
shall be responsible for implementing this improvement and Jones Lang LaSalle, or their
successors in interest, shall contribute their fair -share portion through the payment of the City's
Traffic Improvement Fee, which shall be calculated based on the vehicle trips generated by the
transit village uses, exclusive of the vehicle trips generated by the BART Station and parking
r garages. BART shall contribute its fair -share portion through a separate payment to the City
of Dublin, which shall be calculated based on the vehicle trips generated by the BART Station
and parking garages-
_; MiBgation City of Dublin Roadway Segments - EadstinJ; Plus Approved Projects Plus
6-2 Project Plus General Plan Buildout Scenario.
The following mitigation measures are identified to improve cumulative traffic conditions to acceptable
levels of service:
The roadway segments of Amador Plaza Road south of Dublin Boulevard and Golden Gate
Drive between Dublin Boulevard and St. Patrick Way shall be widened (restriped) to four lanes
(two in each direction). The City of Dublin shall be responsible for implementing this
improvement and Jones Lang LaSalle, or their successors in interest, shall contribute their fair-
share portion through the payment of the City's Traffic Improvement Fee, which shall be
calculated based on the vehicle trips generated by the transit village uses, exclusive of the vehicle
i trips generated by the BART Station and parking garages. BART shall contribute its fair -share
_ portion through a separate payment to the City of Dublin, which shall be calculated based on
i the vehicle trips generated by the BART Station and parking garages.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6-19 Cumulative and Growth- Inducing Impacts
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Mitigation City of Pleasanton Intersections - Eadsting Plus Approved Projects Plus Project
6 -3 Plus General Plan Buildout Scenario.
The following mitigation measures are recommended to improve conditions to acceptable levels of
service:
• Southbound I -680 Ramps /Stoneridge Drive (No. 346) - In response to cumulative traffic
growth, the planned and anticipated improvements identified under the Existing plus Approved
Projects scenario, restriping the southbound I -680 off-ramp to convert two right -turn lanes and
two left -turn lanes into one right -turn lane and three-left-turn lanes, and the widening the
westbound Stoneridge Mall Road approach to provide three through lanes and a free right -turn
lane onto the I -680 southbound on -loop, shall be implemented. The City of Pleasanton shall
be responsible for implementing this improvement and Jones Lang LaSalle, or their successors
in interest, shall contribute their fair -share portion through the payment of the City's Traffic
Improvement Fee, which shall be calculated based on the vehicle trips generated by the transit
village uses, exclusive of the vehicle trips generated by the BART Station and parking garages.
BART shall contribute its fair -share portion through a separate payment to the City of
Pleasanton, which shall be calculated based on the vehicle trips generated by the BART Station
and parking garages.
This intersection would operate acceptably with implementation of these improvements and
construction of the West Las Positas interchange. However, without construction of the West
Las Positas interchange, this intersection would continue to operate unacceptably even with
implementation of the intersection improvements.
• Northbound I -680 Ramps /Stoneridge Drive (No. 347) - In response to cumulative traffic
growth, the eastbound Stoneridge Drive approach to the I -680 northbound loop on -ramp shall
be widened to provide a free right -turn lane. The City of Pleasanton shall be responsible for
implementing this improvement and Jones Lang LaSalle, or their successors in interest, shall
contribute their fair -share portion through the payment of the City's Traffic Improvement Fee,
which shall be calculated based on the vehicle trips generated by the transit village uses,
exclusive of the vehicle trips generated by the BART Station and parking garages. BART shall
contribute its fair -share portion through a separate payment to the City of Pleasanton, which
shall be calculated based on the vehicle trips generated by the BART Station and parking
garages.
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth - Inducing Impacts 6 -20 West Dublin /Pleasanton BART Station and Transit Village
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This intersection would operate acceptably with implementation of these improvements and
construction of the West Las Positas interchange. However, without construction of the West
Las Positas interchange, this intersection would continue to operate unacceptably even with
implementation of the intersection improvements.
• Johnson Drive /Stoneridge Drive (No. 348) - This intersection would operate acceptably with
implementation of the West Las Positas interchange. However, without construction of this
t >> interchange, this intersection would operate unacceptably. No feasible mitigation measures are
available to reduce this impact to a less - than- significant level.
LEVEL OF SIGNIFICANCE AFTER MITIGATION
1
Following implementation of the identified mitigation measures, significant and unavoidable
cumulative traffic impacts would be anticipated at the intersections of I -680 Southbound
Ram s Stonerid e Drive ( No. 346 )� I -680 Northbound RamPs Stonerid g e Drive ( No. 347 )� and
Johnson Drive /Stoneridge Drive (No. 348) if the West Las Positas interchange is not constructed. If
r--
the interchange is constructed, the mitigation measures identified above would reduce the cumulative
traffic impacts at these intersections to less- than- significant levels.
t.
LAND USE
r—
r
The population growth anticipated in the Pleasanton and Dublin areas with development of the
respective general plan land uses would alter the land use patterns within both cities by increasing
urbanization, expanding the employment base and increasing the population. The City of Pleasanton
General Plan identifies identified specific goals to be achieved with growth in the city. These goals
include implementation of the growth management requirements of the Pleasanton Growth
Management Program. Development of the transit village uses would be consistent with the land use
goals of the general plans for both cities and would not be expected to result in cumulative land use
impacts.
HYDROLOGY
Cumulative development in the City would increase the demand for storm water management during
large storm events. The proposed project includes infrastructure intended to accommodate
development of the site as proposed. Cumulative development would also be required to provide
appropriate infrastructure to accommodate storm water runoff. Because adequate infrastructure would
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -21 Cumulative and Growth- Inducing Impacts
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be provided for the proposed project, it would not be expected to contribute significantly to cumulative
hydrology impacts.
NOISE
Noise levels associated with increased traffic volumes are projected to increase to varying degrees in
both cities with buildout of their respective general plans. The proposed project would contribute, on
a cumulative basis, to the increase in vehicle noise along local roads, although because of the relatively
small size of the proposed project, significant contributions would not be anticipated. As discussed in
Section 4.3 - Noise of this report, the greatest increase in noise levels along local roads attributable to
the proposed project would be 2.0 dBA CNEL on Golden Gate Drive between Dublin Boulevard and
St. Patrick Way. This stretch of road currently has no sensitive receptors that would be affected by this
noise increase. All other increases in noise along local roads directly attributable to the proposed project
would be equal to or less than 1.5 dBA CNEL. Because an increase of 3 dBA is typically considered
the lowest increase in noise levels detectable by the average person, the project's cumulative
contribution would be considered negligible. Noise levels on the site are expected to increase by
between 0.2 and 0.3 dBA CNEL with cumulative buildout, directly associated with increased traffic
volumes on Interstate 580. Again, because this noise increase would not be detectable to the average
person, the project's cumulative noise impacts would be negligible.
AIR QUALITY
The City of Pleasanton General Plan identifies air quality impacts anticipated with buildout. The
general plan states that the largest increase in regional emissions related to buildout would be from
automobile traffic. The increase in total daily vehicle miles traveled is estimated at 28% in the year
2010. Emissions associated with these additional vehicle miles are also estimated. In 2010,
hydrocarbon emissions from automobile traffic are expected to be approximately 63% below current
levels, while emissions of oxides of nitrogen are expected to be about 27% below current levels.
Particulate emissions are expected to increase by 15% although no exceedances of the State or Federal
standards would be expected. This is because auto traffic is responsible for only about 6% of the
particulate emissions in Alameda County. Auto - related carbon monoxide emissions are expected to be
58% below current levels. The general decrease in auto - related emissions is based on a more efficient
auto fleet mix that would include advancing technologies that would minimize emissions. The City of
Dublin General Plan does not specifically identify the air quality impacts anticipated with buildout of
the City. However, because of the rapid growth in the region and available space within the City for
development, similar increases in daily vehicle miles traveled would be anticipated.
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth- Inducing Impacts 6 -22 West Dublin /Pleasanton BART Station and Transit Village
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In accordance with BAAQMD CEQA Guidelines, any proposed project that would individually have
�- significant air quality impact would also be considered to have a significant cumulative air quality
i impact. Because the proposed project would result in a net decrease in regional emissions with
construction of the approved BART Station, the project's contribution to cumulative regional air
quality impacts would be considered less than significant.
PUBLIC SERVICES AND UTILITIES
WATER DEMAND, SUPPLY AND DISTRIBUTION
The project would contribute to a cumulative demand for water that, in combination with buildout of
the general plans for both cities, would require augmentation of presently identified water sources for
the area. As discussed in Section 4.6.3, water is supplied to the Dublin portion of the project site by
the Dublin San Ramon Services District (DSRSD) and the Pleasanton portion of the project site by
the City of Pleasanton Water Division. Both purchase the majority of their water from Zone 7 with
supplementation by local groundwater supplies.
City of Dublin
._: The DSRSD is currently revising their Water Supply Master Plan; it is projected to be completed and
adopted in the beginning of 2001. According to DSRSD, adequate water capacity currently exists
p, within their service area and any deficiencies within the system's infrastructure will be addressed
through the updated Water Supply Master Plan (City of Dublin, 2000) . Upon completion of the
Master Plan, future development proposals will be reviewed on a case by case basis by DSRSD staff to
ensure adequate supply is available to meet projected demand (City of Dublin, 2000).
In an effort to reduce the potential for cumulative impacts upon the local water supply system, the City
of Dublin has made major commitments in concert with the Dublin San Ramon Services District
toward water conservation. Specifically, the City requires the use of recycled water for landscape
irrigation within the Eastern Dublin Specific Plan and General Plan Amendment, and the Schaefer
€" Ranch General Plan Amendment project areas. In addition, the City has adopted Water - Efficient
Landscaping Regulations as part of their Zoning Ordinance, requiring where practical, the irrigation
of commercial landscape with reclaimed water (ESA 1998).
r
San Francisco Bay Area Rapid Transit District EDAW
r West Dublin /Pleasanton BART Station and Transit Village 6 -23 Cumulative and Growth- Inducing Impacts
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City of Pleasanton
The City of Pleasanton General Plan sets forth policies and programs to promote water conservation
and supply management within its jurisdiction. Water Policy 4 of the Public Facilities Element of the
General Plan lists programs to ensure an adequate water system for existing and future development
and calls for the maintenance of an adequate reserve of water in storage facilities(see Section 4.6.3).
Water Quality Policy 10 of the Conservation Element of the General Plan lists programs which foster
conservation. In addition to these programs, the City implements the following measures consistent
with the Best Management Practices of the California Urban Water Conservation Council:
• $75 rebates for ultra low -flush toilets, both residential and commercial
• Free low -flow shower heads
• Water conservation brochures are available to customers
• Water conservation information is included in the Annual Water Quality Report
distributed to all water system customers
• Water conservation messages are placed periodically in water bills
• Pleasanton Municipal Code Section 9.30 includes mandatory requirements and /or
prohibitions regarding water conservation.
Continued implementation of such measures by both jurisdictions, in conjunction with planned
improvements to the DSRSD Water Supply Master Plan would ensure that the water demands of the
proposed project would not contribute significantly to future water requirements within the local
jurisdictions. There would be no significant cumulative water supply impact associated with the
proposed project.
WASTEWATER COLLECTION, TREATMENT AND EXPORT
City of Dublin
As indicated in Section 4.6.45 Wastewater Service and Treatment, DSRSD operates the wastewater
collection system within the City of Dublin. According to the West Dublin BART Specific Plan (City
of Dublin, 2000), wastewater generation estimates are established using land use projections for the
DSRSD service area. These projections are based on information contained within the General Plans
of the jurisdictions within the service area. The DSRSD Wastewater Collection Svstem Master Plan
Update (WCSMP), completed in May 2000, assumed ultimate densification would occur in the
Downtown Core area of Dublin, thus the generation of wastewater by development comparable to the
W
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EDAW San Francisco Bay Area Rapid Transit District
fumulative and Growth- Inducing Impacts 6 -24 West Dublin /Pleasanton BART Station and Transit Village
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proposed project, in conjunction with other potential and pending projects, has been analyzed and
planned for by DSRSD in the assessment of fixture sewer capacity (City of Dublin, 2000).
To accommodate future development, the WCSMP prepared by DSRSD plans the following capital
improvements to the collection system:
• Dublin Trunk Relief Sewer
• Dublin Boulevard West Relief Sewer
• Dublin Boulevard Relief Sewer.
The majority of project costs associated with the improvements are allocated to future customers of the
DSRSD.
The additional wastewater flows attributed to development under the proposed project could
contribute to a possible future shortfall of treatment capacity at the DSRSD wastewater treatment
plant and a shortfall of export capacity by LAVWMA facilities. Expansion of the DSRSD treatment
plant has been planned to meet future demands. The first phase of expansion is included within the
DSRSD current Capital Improvement Plan and is intended to expand treatment capacity in increments
based on logical treatment process units, balanced with 10 to 12 year growth need increments. The
LAVVV A expansion provides increased export capacity for its member agencies service areas. Both
projects have been planned to accommodate growth set forth in existing General Plans of the area.
City of Pleasanton
As stated in section 4.6.4 of this document, consistent with the City of Dublin, wastewater from the
i City of Pleasanton is treated at the DSRSD facility and transported via LAVWMA export pipelines.
r " Pleasanton, however is responsible for the collection of its own wastewater, and City collection facilities
would adequately supply the project site. To ensure cumulative impacts upon the system do not occur,
k'" the City sets forth in its Public Facilities Element of the General. Plan the following policies and
programs:
r Policy 1: Phase construction of permanent City sewer improvements as a condition of
t^
new development to maintain City service standards,
Program 1.1 Coordinate developer financing with the City's Capital
Improvement Program to ensure adequate capacity for future growth.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 6 -25 Cumulative and Growth - Inducing Impacts
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Program 1.2: Evaluate infrastructure capacity ad needed improvements as part
of the City's Growth Management Report.
• Policy 2: Secure sewage capacity through all available means for residential,
commercial, and industrial development.
Program 2.1: Require new development to pay its fair share of the City's
planned sewer system improvements including treatment, distribution, reuse,
and export facilities.
• Policy 3: Approve only those sewage collection, treatment and export expansion
alternatives which are cost -and energy - efficient and do not create a health hazard.
Program 3.1: Utilize wastewater reuse /reclamation methods to the fullest extent
feasible (City of Pleasanton 1996)
Because development compatible with the proposed project, in conjunction with numerous other
development proposals, has been considered by both DSRSD and LAVWMA in their future capacity
plans (ESA, 1998), and because the City of Pleasanton sets forth policies to reduce present and future
impacts upon the wastewater collection system, no significant cumulative impact upon wastewater
services would be anticipated.
Other Public Services
Cumulative development in both cities would increase the demand on other public services and utilities s
including fire and police protection services, school facilities, solid waste, electricity, natural gas,
telephone services and park facilities. While development of the proposed project would contribute to
these increased demands, both cities include specific policies and implementation programs that require
the provision of public services and utilities prior to approving any new developments. In the case of
schools, the respective school districts implement their own planning procedures based upon local
General Plan growth projections, ensuring adequate facilities and funding mechanisms are established.
The funding mechanisms include the requirement of new developments to pay school impact fees on
a per residential unit basis.
Consistent application of these policies and programs would ensure that significant cumulative impacts
would not occur for fire and police protection services, school facilities, solid waste, electricity, natural
gas, telephone services, and park facilities.
EDAW
San Francisco Bay Area Rapid Transit District
Cumulative and Growth- Inducing Impacts 6 -26 West Dublin /Pleasanton BART Station and Transit Village
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PUBLIC HEALTH AND SAFETY
Buildout of both cities general plans would be expected to increase public health and safety impacts by
increasing population densities. However, because the proposed project would have negligible effects
on public health and safety in the local area, its development would not be expected to contribute
substantially to cumulative public health and safety impacts.
AESTHETICS
The cumulative development associated with buildout of both cities general plans would be expected
to alter the visual character of Pleasanton and Dublin by introducing more urban uses. However, the
existing visual character of the project site is dominated by commercial and office uses. Development
of the proposed project would be consistent with this existing visual character and would not
significantly contribute to changes in the regions visual character.
BIOLOGY
Buildout of both cities general plans would be expected to cause biological impacts through the
reduction in habitat for a variety of species. However, because the proposed project would have
negligible effects on wildlife habitat in the local area, its development would not be expected to
contribute substantially to cumulative biological resource impacts.
CULTURAL RESOURCES
Due to the nature of cultural resources, adverse impacts are site - specific and not generally affected by
cumulative development in the region. Impacts would need to be determined on a project -by- project
basis. Because no cultural resources have been identified on the project site, development of the
proposed project would not be expected to contribute to cumulative cultural resource impacts.
POPULATION AND HOUSING
The proposed project would contribute less than I% to the current population within the City of
Dublin. On a regional scale, the project's contributions would be even less. Although cumulative
development will continue to increase regional population growth, the proposed project is not expected
to contribute significantly to this trend. The project's effects on housing would generally be positive
by increasing the availability of local housing units.
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West Dublin /Pleasanton BART Station and Transit Village 6 -27 Cumulative and Growth- Inducing Impacts
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ENERGY RESOURCES
The proposed project would contribute to the cumulative demand for energy resources in the region.
Based on current limited excess energy capacity, future growth in the region may generate energy
demands in excess of available supplies. Although the proposed project would contribute to this future
demand, the project's energy usage would be insignificant when compared to the total demand.
6.2 GROWTH- INDUCING IMPACTS OF THE PROPOSED PROJECT
Section 15126.2(d) of the State CEQA Guidelines requires a discussion of a proposed project's ability
to foster economic or population growth, or the construction of additional housing, either directly or
indirectly, in the surrounding environment. Included in this are projects which would remove obstacles
to population growth (a major expansion of a waste water treatment plant might, for example, allow
for more construction in service areas). Additional examples of growth- inducing actions include
developing service areas from previously unserved areas, extending transportation routes into previously
undeveloped areas, and establishing major new employment opportunities.
C
Although the residential component of the proposed project would increase the population in the local
area, significant growth - inducing impacts would not be anticipated. The proposed project would in -fill
within a highly developed commercial area that has extensive services available for project residents and
employees. Public services and utility connections are readily available on both the Pleasanton and
Dublin parcels for this type of development. The proposed project would not constitute leap -frog an
development and would not encourage growth on adjacent lands. No impediments to growth would
be removed. No unplanned growth is anticipated with development of the project site and no growth -
inducing impacts would be expected.
EDAW San Francisco Bay Area Rapid Transit District
Cumulative and Growth- Inducing Impacts 6-28 West Dublin /Pleasanton BART Station and Transit Village
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REPORT PREPARATION
4110
SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT .................. Lead Agency
�i
Kath y Mayo y ............... Deputy Executive Manager of Transit System Development
-�- Jeffrey P. Ordway .............................. Manager of Property Development
' John H. Rennels, Jr . .... ............................... Senior Real Estate Officer
Janie L. Layton ............................. Manager of Environmental Compliance
JONES LANG LASALLE ........ ............................... Project Applicant
Robert M. Russell ..... . . . ...... .. ........ .. .. ..... Vice President
.. .. .... .. ..
Ronnie Warner, AICP .... ........ ....... Project Manager
EDAW... ............................... ............ . EIR Preparation
Gary Jakobs, AICP ............... ............................... Project Director
Douglas Brown ........ ............................... Senior Project Manager
Kurt Legleiter ............ ............................... Environmental Analyst
Lisa Dicke .............. ............................... Environmental Analyst
Anne King .... ............................... ......................Biologist
Carol Grindley .................. ............................... Graphic Artist
Joan McHale ........ ............................... Word Processing/Publication
Susan Stefan ............... ............................... Editing/Publication
PILLSBURY MADISON & SUTRO LLP ..................... BART Legal Representation
Sharon M. Solomon ........ ..... . ......................... BART Legal Counsel
TJKM TRANSPORTATION CONSULTANTS .................... Transportation Analysis
Chris D. Kinzel ............... ............................... Project Director
Lori Hileman ......... ............................... Transportation Engineer
Yvetteh Ortiz -Rios ........... ............................... Project Engineer
Glenn Blackwelder ............. .. ..... . Assistant Engineer
Lily Moore ......................................... Administrative Supervisor
Geri Foley ................. ............................... Graphics Designer
NBBJ........................ ............................... Project Architect
Steven G. Ryder ............................................. Senior Associate
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 1 -1 Report Preparation
i
Z-///
8 REFERENCES and PERSONAL COMMUNICATIONS
8.1 REFERENCES
r-
k' Alameda County. 1966. County ofAlameda General Plan, Scenic Route Element. 1994 (Revised).
1966 (Adopted).
Bay Area Air Quality Management District (BAAQMD) . 1997. BAAQMD Clean Air Plan.
1996 (June). San Francisco Bay Area Ozone Attainment Plan.
1996 (April). BAAQMD CEQA Guidelines, Assessing the Air Quality Impacts of Projects and
Plans_
Baker, Joseph E. 1914. Past and Present ofAlameda County, California, Vol. I.
Bay Area Rapid Transit District (BART). 2000 (Mar). Bart Ridership Forecasting Model.
Accessed June 1, 2000. Transit Information. Url: http://www.transitinfo.orgfcgi-
bin/sched.
1990 (jan). Mitigation Monitoring Plan for the Dublin/Pleasanton Extension Project.
7 1989 (Sept). Draft Environmental Impact Report Dublin/Pleasanton Extension Project.
1989 (Sept). BART Dublin/Pleasanton Extension Technical Report on Noise and Vibration..
` Final Report prepared by Woodward -Clyde Consultants.
1989 (Dec). Comments and Responses on the Draft Environmental Impact Report
-t
Dublin/Pleasanton Extension Project.
r- Bechtel Environmental, Inc. 1991 (April). Dublin Pleasanton Extension Preliminary Site Assessment
(Phase 2A) and Filed Investigation Work Plan (Phase 2B) . Prepared for Bay Area Rapid
Transit District.
1990 (Dec). Dublin Pleasanton Extension Preliminary Site Assessment Phase A - Prior Use
Report. Prepared for Bay Area Rapid Transit District.
California Air Resources Board (ARB). 1992 (June). California Surface Wind Climatology.
Accessed July 11, 2000. url: http: / /www.arb.ca.gov. California Air Quality Data.
is
t
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 8 -1 References and Personal (ommunications
. Accessed August 24,1999. url: http: / /www.arb.ca.gov.
California Basic Educational Data System (CBEDS)Enrollment Figures for 1999 -2000 School
Year, (http: / /www.cde.ca.gov /demographics). May 2000.
California, State of, Department of Finance, Demographics Research Unit. 2000 (May).
City /County Population and Housing Estimates, 1991 -2000, with 1990 Census Counts.
Sacramento, California.
Caltrans. 1998. Traffic Volumes on California State Highways.
Cervero, Robert. 1993. Ridership Impacts of Transit focused Development in California.
City of Dublin. 1985 (Adopted). 1998 July (Revised). The Dublin General Plan.
. 2000 (Proposed). West Dublin BART Spec Plan.
. 1997 (Adopted). Zoning Ordinance
City of Pleasanton. 1999. City of Pleasanton Annual Water Quality Report.
. 1999 (May). Annual Traffic Counts for Baseline 1998 Report.
1999 (June). Pleasanton Traffic Model.
1998 (Nov) Vineyard Avenue Corridor Specific Plan EIR.
1996 (Aug). The Pleasanton General Plan.
1996 (Adopted). Zoning Ordinance.
1989 (Nov). City of Pleasanton Municipal Code. Chapter 9.04. Noise Regulations
. 1982 (Adopted). Ordinance No. 1014.
Contra Costa County Transportation Authority (CCTA), Technical Procedures, September 1997.
Dowling Associates. 1999 (Nov). Final Traffic Analysis Report for. the West Las Positas Interchange
Study.
Environmental Science Associates (ESA). 1998 (Jan). Livermore Amador Valley Water
ManagementAgency Export Pipeline Facilities Project EIR. Prepared for the Livermore -
Amador Valley Water Management Agency
EDAW Son Francisco Bay Area Rapid Transit District
References and Personal Communications 8 -2 West Dublin /Pleasanton BART Station and Transit Village
' Fickstad, Walter N. 1955. A Century of California Post Offices, 1848 -1954.
Gudde, Erwin G. 1969. California Place Names.
t
Institute of Transportation Engineers. 1997. Trip Generation, Sixth Edition.
t
1987. Parking Generation, Second Edition.
International Conference of Building Officials (ICBO). 1997. Uniform Building Code, Volumes 1
and 2.
f Kaye, Katherine. 1986. "Memories of Castro Valley." Adobe Trails 22 (1):1 -5.
'.v
Kelly, Marcia K. 1989. Archaeological Survey Report for the Proposed Reconstruction of the I -58011 -680
Interchange. Prepared for Caltrans.
t- Kroeber, A.L. 1976. Handbook of the Indians of California.
e
Levy, Richard. 1978. Costanoan. Handbook of North American Indians. Vol. 3: California.
Livermore - Amador Valley Water Management Agency (www.lavwma.com). 2000.
Merritt, Frank Clinton. 1928. History ofAlameda County California, Vol. 1.
Morton, Don. 1938. "Rancho Santa Rita." Historical Sites and Landmarks of Alameda County,
California.
National Oceanic and Atmospheric Administration (NOAA). 1992. Monthly Station Normals of
.3 Temperature, Precipitation, and Heating and Cooling Degree Days 1961 1990.
Northwest Information Center (NIC). 2000 (May 15). Revised Records Search Results for the West
Dublin /Pleasanton BART Station and Transit Village Project.
Omni Means Engineers and Planners. 2000 (Mar). Transportation Analysis for the Proposed Dublin
Downtown Specific Plans.
TJKM Transportation Consultants. 2000 (June 15). A Traffic Impact Study of the Proposed West
Dublin/Pleasanton BART Station, Administrative Draft.
Tomich, James A. Letter dated August 7, 2000, to Kurt Legleiter of EDAW.
Transportation Research Board. 1994. Highway Capacity Manual.
Urban Land Institute. 1983. Shared Parking.
1
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 8-3 References and Personal Communications
t
L113
qi4
U.S. Federal Highway Administration (FHWA). June 1995. Highway Traffic Noise Analysis and
Abatement Policy and Guidance.
U.S. Department of Transportation. Federal Transit Administration. 1995 (April). Transit Noise
and Vibration ImpactAssessment.
U.S. Environmental Protection Agency (EPA). Accessed July 6, 2000. EPA's Indoor Air Quality
(IAQ) Home Page. UrI: http: / /www.epa.gov /iaq.
Accessed June 20, 2000. Global Environmental Monitoring System/Urban Air Pollution
Monitoring and Assessment Programme (GEM/AIRS) Air Quality Data. AIRS Executive
Database.
1985. Compilation ofAir Pollution Emission Factors Volume 17. Mobik Sources. Office of Air
Quality Planning and Standards. Research Triangle Park, North Carolina. AP -42. Fifth
Edition.
1971 (Dec) . Noise from Construction Equipment and Operations, Building Equipment, and
Home Appliances.
Wilson, Richard. 1999 (Feb). BART -SFO Extension Parking Policy Issue Paper.
Woodward -Clyde Consultants. 1989 (Sept). Geology /Seismology and Hazardous Materials Bay Area
Rapid Transit District Dublin /Pleasanton Extension Project. Prepared for Bay Area Rapid
Transit District.
1989 (Sept). Cultural Resources Technical Report for the San Francisco BART
Dublin/Pleasanton Extension Project. Prepared for the San Francisco Bay Area Rapid Transit
District.
1989. Water Resources Technical Report for the BART Dublin/Pleasanton Extension Project.
Prepared for the San Francisco Bay Area Rapid Transit District.
8.2 PERSONAL COMMUNICATIONS
Baez, Al. Project Engineer, City of Pleasanton. Personal communication with L. Dicke of EDAW.
July 2000.
Biagtan, Rhodora. Associate Engineer, Dublin San Ramon Services District. Personal
communication with L. Dicke of EDAW. July 2000.
Brameli, Tom. Deputy Chief of Operations, Livermore - Pleasanton Fire Department. Personal
communication with L. Dicke of EDAW. June 2000.
EDAW San Francisco Bay Area Rapid Transit District
References and Personal Communications 84 West Dublin /Pleasanton BART Station and Transit Village
log
A
7
L/
F Cusenza, Steve. Utility Facilities Director, City of Pleasanton. Personal communication with L.
Dicke of EDAW. July 2000.
r^
is
t. Damin- Fujita, Darlene. Secretary, Alameda County Fire Department. Personal Communication
with L. Dicke of EDAW. June 2000.
Dublin San Ramon Services District. Written communication. July 2000.
Ferdinand, Jim. Fire Marshall (Dublin), Alameda County Fire Department. Personal
Communication with L. Dicke of EDAW. June 2000.
Finne, Gerald. Crime Analyst, City of Pleasanton Police Department. Personal communication
with L. Dicke of EDAW. March 2000.
Fowoer, Rob. Operations Manager, DSRSD Wastewater Treatment Facility. Personal
communication with L. Dicke of EDAW. June 2000.
Galloway, Peter. Omni Means Engineers and Planners. Personal communication with TJKM.
2000.
Graves, Jay. Officer, City of Pleasanton Police Department. Personal communication with L.
Dicke of EDAW. March 2000.
Hardester, John. Lieutenant, Dublin Police Services. Personal communication with L. Dicke of
EDAW. Marchand April 2000.
Hardy, Lynn. Manager, BART Safety Department. Personal Communication with L. Dicke of
EDAW. June 2000.
a Housen, Vivien. General Manager, Livermore - Amador Valley Water Management Agency.
Personal communication with L. Dicke of EDAW. July 2000.
Kolz, John. Planner, Zone 7 Water Agency. Personal communication with L. Dicke of EDAW.
June 29, 2000.
is.
Plucker, Greg. Associate Planner. Personal communication with Kurt Legleiter, Environmental
F Analyst of EDAW. June 3, 1998
Savage, Gregg. Lieutenant, BART Police Department. Personal communication with L. Dicke of
EDAW. March and April 2000.
Stephens, Judy. Secretary of Educational Services, Dublin Unified School District. Personal
communication with L. Dicke of EDAW. July 2000.
Son Francisco Bay Area Rapid Transit District EDAW
.. West Dublin /Pleasanton BART Station and Transit Village 8-5 References and Personal Communications
a
Webb, Bruce. Senior Planner, Dublin San Ramon Services District. Personal communication with
L. Dicke of EDAW. July 2000.
EDAW
Son Francisco Bay Area Rapid Transit District
References and Personal Communications B -b West Dublin /Pleasanton BART Station and Transit Village
i
West Dublin /Pleasanton BART Station and Transit Village
SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT
P.O. Box 12688
800 Madison Street
Oakland CA 94604 -2688
John H. Rennels, Jr.
Sr. Real Estate Officer
EDAW
'
2022 J Street
Sacramento CA 95814
Douglas Brown
Project Manager
j
April 11, 2000
j
i
/_// 9
l
n
PUBLIC SCOPING MEETING
West Dublin/Pleasanton BART Station and Transit Village
Draft Supplemental Environmental Impact Report
y
Thursday, May 4, 2000
,._ 7:00 PM - 9:00 PM
1 = City of Dublin Council Chambers
100 Civic Plaza Drive
The San Francisco Bay Area Rapid Transit District (BART) and Jones Lang LaSalle Project and
Development Management (PDM) are proposing the development of a BART Station, 17 -acre
f_
transit village, and associated parking located in the cities of Dublin and Pleasanton in Alameda
y. County.
The proposed project would include the completion of construction of the West
Dublin/Pleasanton BART Station approved by the BART Board of Directors as part of the
Dublin/Pleasanton Extension Project (DPX) on February 8, 1990. The DPX project was
evaluated in the December 1989 Dublin/Pleasanton Extension Project EIR (DPX EIR) certified
by the BART Board on February 8, 1990. On the 10 -acre Dublin parcel, a 240 -room hotel and
r- 160 -unit residential building are proposed to be constructed. The hotel is proposed to be located
closest to the freeway with 240 parking spaces. The residential portion of the development is
proposed to be located furthest from the freeway and would include 320 parking spaces located
one -half level under the three -story residential building. In addition, a 600 -stall parking garage
x for BART patrons is proposed to be constructed on this parcel. A pedestrian overcrossing would
connect the BART parking garage to the BART station. An intermodal transfer station would be
incorporated into the parking garage that would allow for as many as seven bus stalls for public
k transit transfers to the BART station.
On the 7 -acre Pleasanton parcel, a 170,000 gross square foot office building with five stories is
1 ` proposed to be constructed. Parking would be provided at grade on the site at a parking ratio of
3.3 stalls per 1,000 rentable square feet. The office building may include some ancillary, retail
uses. A 400 -stall parking garage is proposed to be constructed for the use of BART patrons. .A
pedestrian overcrossing would connect the BART parking garage to the BART Station.
BART is the lead agency for this project and has commenced preparation of a Supplemental
Environmental Impact Report. BART is holding a public scoping meeting to provide the public
with an opportunity to identify environmental issues that should be discussed in the
Supplemental Environmental Impact Report. If you are unable to attend the meeting or if you
have other questions or concerns about the project, please write, call or fax John H. Rennels, Jr.
at San Francisco Bay Area Rapid Transit District, P.O. Box 12688, 800 Madison Street, Oakland,
CA 94604 -2688. Phone: (510) 464 -6893. Fax: (510) 464 -7583.
r
t_
West Dublin /Pleasanton BART Station and Transit Village
SAN FRANCISCO BAY AREA RAPID TRANSIT DISTRICT
P.O. Box 12688
800 Madison Street
Oakland CA 94604 -2688
John H. Rennels, Jr.
Sr. Real Estate Officer
P—
EDAW
2022 J Street
_Sacramento CA 95814
Douglas Brown
Project Manager
April 11, 2000
oro12.01
r-
r
Section
Table of Contents
Page
Z)?- )
r'
References..................................................... 36
Exhibits
1 Regional Setting ...................................................... 2
2 BART Station and Transit Village .............. ...... ................ 3
i,
V
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village i Environmental Checklist
i PROJECT DESCRIPTION ....... .... ...........................
1
l
1.1
Introduction .......... ...............................
........
1
1.2
Project Description . ..... ...............................
.......
1.3
Surrounding Land Use Setting ........ ...............................
4
5
2. ENVIRONMENTAL
CHECKLIST ..... ...............................
8
I.
Aesthetics ......................................................
9
II.
Agricultural Resources ............. ............
..... ...
10
III.
Air Quality ..................... ...............................
IV.
Biological Resources .... ........ ...............................
12
e
15
V.
Cultural Resources ...........................
................ .
VI.
Geology and Soils ................ ...............................
16
VII.
Hazards and Hazardous Materials .... ...............................
18
x
VIII.
Hydrology and Water Quality ......................................
20
IX.
Land Use and Planning ............ ...............................
23
X.
Mineral Resources ..........................................
.....
24
25
M.
Noise.... .................... ...............................
27
XII.
Population and Housing ........... ...............................
i
XIII.
Public Services . .. ...... .... ..
....
... ... .......
28
30
XIV.
Recreation . ............................... ....................
31
XV.
Transportation /Traffic .............................................
33
XVI.
Utilities and Service Systems ....... ...............................
L
XVII.
Mandatory Findings of Significance .................................
35
r'
References..................................................... 36
Exhibits
1 Regional Setting ...................................................... 2
2 BART Station and Transit Village .............. ...... ................ 3
i,
V
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village i Environmental Checklist
LIZZ
E
SECTION 1
PROJECT DESCRIPTION
1.1 INTRODUCTION
Thin document is the Initial Study for the proposed West Dublin/Pleasanton San Francisco Bay Area
Rapid Transit District Station and Transit Village located in the cities of Dublin and Pleasanton in
r,
Alameda I County. This Initial Study has been prepared in accordance with the California
,! Environmental Quality Act (CEQA), Public Resources Code §21000, et seq., and the State CEQA
Guidelines found at Title 14 California Code of Regulations §15000, et seq. An Initial Study is
r- conducted by a lead agency to determine if a project may have a significant effect on the environment.
In accordance with State CEQA Guidelines §15064(a), an Environmental Impact Report (EIR) must
be prepared if there is substantial evidence that a project may have a significant effect on the
environment. The lead agency for this project is the San Francisco Bay Area Rapid Transit District
€ (BART).
ti 1.2 PROJECT DESCRIPTION
BART and Jones Lang LaSalle Project and Development Management (PDM) are proposing the
development of a BART Station, 17 -acre transit village, and associated parking located in the cities of
Dublin and Pleasanton in Alameda County (Exhibits 1 and 2). The BART Station would be located
in the median of Interstate 580 and the remaining development would be contained within 2 adjacent
parcels. The Dublin parcel located north of Interstate 580 contains approximately 10 acres, and the
Pleasanton parcel located south of Interstate 580 contains approximately 7 acres. Both parcels are
_ owned by BART.
The "L- shaped" Dublin parcel is identified on the USGS topographic map as containing a drive -in
theater, although the site contains no buildings and has been empty for years. The Dublin parcel is
surrounded by chain link fencing and includes short grasses and shrubs over most of the site. Large
portions of the parcel have been disturbed by prior site uses (e.g., construction staging, Christmas tree
lot). The 7 -acre Pleasanton parcel includes non - native grasses and dense areas of ornamental trees
dominated by black locusts:
�-° The proposed project would include the completion of construction of the West Dublin/Pleasanton
BART Station approved by the BART Board of Directors as part of the Dublin/Pleasanton Extension
Project (DPX) on February 8, 1990. The DPX project was evaluated in the December 1989
F7
Dublin/Pleasanton Extension Project EIR (DPX EIR) certified by the BART Board on February 8,
i ? 1990. On the Dublin parcel, a 240 -room hotel and 160 -unit residential building are proposed to be
constructed. The hotel is proposed to be located closest to the freeway with 240 parking spaces. The
residential portion of the development is proposed to be located furthest from the freeway and would
include 320 parking spaces located one -half level under the three -story residential building. In addition,
a 600 -stall parking garage for BART patrons is proposed to be constructed on this parcel. A pedestrian
overcrossing would connect the BART parking garage to the BART station.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village I Emrironmental Checklist
Qi
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An intermodal transfer station would be incorporated into the parking garage that would allow for as
many as seven bus stalls for public transit transfers to the BART station.
On the Pleasanton parcel, a 170,000 gross square foot office building with five stories is proposed to
be constructed. Parking would be provided at grade on the site at a parking ratio of 3.3 stalls per 1,000
rentable square feet. The office building may include some ancillary retail uses. A 400 -stall parking
garage is proposed to be constructed for the use of BART patrons. A pedestrian overcrossing would
connect the BART parking garage to the BART Station.
The BART station area is located between the east- and westbound lanes of Interstate 580 within the
Caltrans median. Foundations for this station were constructed when the line from Castro Valley to
East Dublin was constructed, limiting the amount of construction activity necessary for the new station.
An updated ridership analysis is currently being completed by BART that will be incorporated into the
EIR. The ridership analysis will assist in evaluating the current parking demand for the proposed
station. The original EIR, completed in 1989, evaluated total anticipated parking demand for the DPX
project. The EIR assumed that 1,400 parking spaces would be provided on the West
Dublin/Pleasanton site for BART patrons, and 2,500 parking spaces would be provided at the East
Dublin/Pleasanton site, for a total of 3,900 spaces. Currently, 2,612 parking spaces exist at the East
Dublin/Pleasanton Station. The proposed project assumes that 1,000 parking spaces would be
provided at the West Dublin/Pleasanton station and 3,100 would be provided at the East
Dublin/Pleasanton station, for a total of 4,100 parking spaces between the two stations.
Utility connections are present throughout the project site including numerous electrical conduit boxes,
water valves, and fire hydrants. Dublin Creek, which parallels Interstate 580 on the project site,
conveys runoff from the hills to the west and flows east, then south into Arroyo de la Laguna, Alameda
Creek and eventually into the San Francisco Bay. This creek has been channelized through much of
the local area and a chain link fence separates it from the rest of the site.
1.3 SURROUNDING LAND USE SETTING
Dublin Creek abuts the Dublin parcel to the south, while a large trucking warehouse forms the western
site boundary. A truck parking area used for warehouse trailers forms the northern boundary of the
Dublin parcel with an office building further to the north. The "L" portion of the parcel is paralleled
on the east by the site access road, the Golden Gate Business Park, and the Enea Retail Plaza.
The Pleasanton parcel is bordered to the north by Interstate 580 with the remainder of the site
surrounded by parking areas for a large shopping mall and adjacent office buildings.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 4 Environmental Checklist
.a
1 ^i
San Francisco Bay Area Rapid Transit District
West Dublin/Pleasanton BART Station and Transit Village
EDAW
5 Environmental Checklist
PR03ECT INFORMATION
1. Project Title:
West Dublin /Pleasanton BART Station and Transit Village
2. Lead Agency Name and Address:
San Francisco Bay Area Rapid Transit District (BART)
3. Contact Person and Phone Number:
John H. Rennels, Jr., Senior Real Estate Officer
BART
(510) 464 -6893
4. Project Location:
Dublin and Pleasanton, in Alameda County, California
(see Section 1, Project Description)
5. Project Sponsor's Name and Address:
San Francisco Bay Area Rapid Transit District
P.O. Box 12688
800 Madison Street
Oakland, CA 94604 -2688
Jones Lang LaSalle Project and Development Management
One Front Street, Suite 2600
San Francisco, CA 94111
6. General Plan Designation:
City of Pleasanton - Retail /Highway /Service Commercial,
Business and Professional Offices; City of Dublin -
Public /Quasi - Public Facility
7. Zoning:
City of Pleasanton PUD -C -O (Planned Unit Development,
Commercial and Office) and City of Dublin C -2
(General /Commercial District) and M -1 (Light Industrial
District)
8. Description of Project:
Please see Section 1, Project Description
9. Surrounding Land Uses and Setting:
Please.see Section 1, Project Description
10: Other public agencies whose approval is required: City of Dublin
City of Pleasanton
California Department of Transportation
ENVIRONMENTAL .FACTORS POTENTIALLY AFFECTED '` _.. .- .:=x.. • -> > - R°
The environmental factors checked below would be potentially affected by this project, involving at least one
impact that is a "Potentially Significant Impact" as indicated by the checklist on the following pages.
o Aesthetics
❑ Agriculture Resources ® Air Quality
❑ Biological Resources
❑ Cultural Resources ❑ Geology / Soils
m Hazards & Hazardous Materials
m Hydrology / Water Quality o Land Use / Planning
o Mineral Resources
® Noise ❑ Population and Housing
® Public Services
❑ Recreation o Transportation /Circulation
m Utilities / Service Systems
m Mandatory Findings of Significance
San Francisco Bay Area Rapid Transit District
West Dublin/Pleasanton BART Station and Transit Village
EDAW
5 Environmental Checklist
L+2-1
DETERMINATION CTo be completed by the Lead Agency)
I find that the proposed project COULD NOT have a significant effect on the environment, and a ❑
NEGATIVE DECLARATION will be prepared.
I find that although the proposed project COULD have a significant effect on the O
environment, there WILL NOT be a significant effect in this case because revisions in the
project have been made by or agreed to by the applicant. A MITIGATED NEGATIVE
DECLARATION will be prepared.
I find that the proposed project MAY have a significant effect on the environment, and an
ENVIRONMENTAL IMPACT REPORT or its functional equivalent is required.
I find that the proposed project MAY have a "potentially significant impact" or "potentially
significant unless mitigated" on the environment, but at least one effect 1) has been
adequately analyzed in an earlier document pursuant to applicable legal standards, and 2)
has been addressed by mitigation measures based on the earlier analysis as described on
attached sheets. An ENVIRONMENTAL IMPACT REPORT is required, but it must analyze only
the effects that remain to be addressed.
I find that although the proposed project could have a significant effect on the
environment, there WILL NOT be a significant effect in this case because all potentially
significant effects a) have been analyzed adequately in an earlier EIR pursuant to applicable
standards and b) have been avoided or mitigated pursuant to an earlier EIR, including
revisions or mitigation measures that are imposed upon the proposed project. The earlier
EIR adequately analyzes the proposed project, SO NO ADDITIONAL ENVIRONMENTAL IMPACT
REPORT Or NEGATIVE DECLARATION will be prepared.
Si re Date
n/ 2-�-
name
Environmental Compliance Manager
San Francisco Bay Area Rapid Transit District
West Dublin/Pleasanton BART Station and Transit Village
For
EDAW
Environmental Checklist
17
SUPPORTING INFORMATION SOURCE LIST
Several sources were utilized in the preparation of this Initial Study,. including but not limited to, the
City of Dublin General Plan and the City of Pleasanton General Plan. These sources, along with the
additional references cited at the end of this Initial Study, are available for review at BARrs offices by
contacting:
John H. Rennels, Jr.
Senior Real Estate Officer
San Francisco Bay Area Rapid Transit District
P. O. Box 12688
800 Madison Street
Oakland, California 94604 -2688
(510) 464 -6893
The Dub §171P /easanton Extension ProjectElR (1989; SCH# 89011009) set forth the development of an
extension of the existing rail system 12 miles from the Bay Fair Station to the cities of Dublin and
Pleasanton. The proposed project would complete construction of the West Dublin /Pleasanton BART
Station, which was approved by the BART Board of Directors as part of the Dublin Pleasanton
Extension Project on February 8, 1990 and analyzed in the Dublin /Pleasanton Extension Project (DPX)
EIR but not yet completed due to funding constraints. In addition, the project would develop a transit
village and associated parking on the project site, components that were not evaluated in the DPX
EIR. Therefore, the analysis herein incorporates by reference effects of the proposed project already
addressed in the DPX EIR and examines additional significant impacts that may occur as a result of
project implementation.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 7 Environmental checklist
a) The proposed project may adversely affect the scenic vistas in the local area including distant
views of the Pleasanton Ridge and surrounding hills to the west. Because the proposed project
may result in potentially significant visual resource impacts, its effects on scenic resources will
be evaluated in detail in the draft EIR.
b -c) The project could potentially degrade the existing visual character of the site through
conversion of the site from undeveloped land into transit village uses that would include a
commercial and residential component. This conversion could affect views of the site, primarily
from Interstate 580 and Interstate 680, which are designated as scenic highways in the City of
Pleasanton General Plan and the City of Dublin General Plan. Because the proposed project
may result in potentially significant visual resource impacts, its effects on scenic resources and
the visual quality of the site will be evaluated in detail in the draft EIR.
d) The proposed project would create a new source of light and glare that could adversely affect
daytime or nighttime views in the area. Because the proposed project may result in potentially
significant light and glare impacts, its effects will be evaluated in detail in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 8 Environmental Checklist
Less Than
ENVIRONMENTAL ISSUES
Potentially
Signi$cantwith
Less Than
(see attachments for information sources)
Significant
Mitigation
Significant
No
Impact
Incorporated
Impact
Impact
I
AESTHETICS =Would the;pro1ect
-
a)
Have a substantial adverse effect on a scenic vista?
®
❑
❑
❑
b)
Substantially damage scenic resources, including, but
®
❑
❑
❑
not limited to, trees, rock outcroppings, and historic
buildings within a state scenic highway?
c)
Substantially degrade the existing visual character or
®
❑
❑
❑
quality of the site and its surroundings?
d)
Create a new source of substantial light or glare which
®
❑
❑
❑
would adversely affect day or nighttime views in the
area?
a) The proposed project may adversely affect the scenic vistas in the local area including distant
views of the Pleasanton Ridge and surrounding hills to the west. Because the proposed project
may result in potentially significant visual resource impacts, its effects on scenic resources will
be evaluated in detail in the draft EIR.
b -c) The project could potentially degrade the existing visual character of the site through
conversion of the site from undeveloped land into transit village uses that would include a
commercial and residential component. This conversion could affect views of the site, primarily
from Interstate 580 and Interstate 680, which are designated as scenic highways in the City of
Pleasanton General Plan and the City of Dublin General Plan. Because the proposed project
may result in potentially significant visual resource impacts, its effects on scenic resources and
the visual quality of the site will be evaluated in detail in the draft EIR.
d) The proposed project would create a new source of light and glare that could adversely affect
daytime or nighttime views in the area. Because the proposed project may result in potentially
significant light and glare impacts, its effects will be evaluated in detail in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 8 Environmental Checklist
F
E
a
0130
In determining whether impacts to agricultural
resources are significant environmental effects, lead
agencies may refer to the California Agricultural Land
Evaluation and Site Assessment Model (1997) prepared
by the California Department of Conservation as an
optional model to use in assessing impacts on
agriculture and farmland. Would the project:
a) Convert Prime Farmland, Unique Farmland, or Farmland D
of Statewide Importance (Farmland) as shown on the
maps prepared pursuant to the Farmland Mapping and
Monitoring Program of the California Resources Agency,
to non - agricultural use?
(The Farmland Mapping and Monitoring Program in
the California Resources Agency, Department of
Conservation, maintains detailed maps of these and
other categories of farmland.)
b) Conflict with existing zoning for agricultural use, or a 0
Williamson Act contract?
c) Involve other changes in the existing environment 0
which, due to their location or nature, could individually
or cumulatively result in loss of Farmland, to non-
agricultural uses?
F a) The project site is not located on Prime Farmland, Unique Farmland, or Farmland of Statewide
Importance, as identified by the Farmland Mapping and Monitoring Program of the California
Resources Agency. Therefore, the proposed project would not convert farmland with these
F" designations to a non - agricultural use. No further discussion of this issue is necessary in the draft
:.: EIR
b) The project site is not currently zoned for agriculture, nor is it currently under a Williamson Act
contract. The project would not, therefore, conflict with existing agricultural zoning or a
Williamson Act contract. No further discussion of this issue is necessary in the draft EIR.
' c) The project site does not include any changes that could result in the conversion of farmland to a
non - agricultural use. The project site is not currently used nor has it been used in the recent past
for agricultural purposes. In addition, no significant agricultural land uses are located adjacent to
the project site. No further discussion of this issue is necessary in the draft EIR.
h
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 9 Environmental Checklist
Less Than
ENVIRONMENTAL ISSUES
Potentially SignificantWdh Less Than
(see attachments for information sources)
Significant Mitigation Significant No
Impact Incorporated impact Impact
II. AGRICULTURAL RESOURCES
In determining whether impacts to agricultural
resources are significant environmental effects, lead
agencies may refer to the California Agricultural Land
Evaluation and Site Assessment Model (1997) prepared
by the California Department of Conservation as an
optional model to use in assessing impacts on
agriculture and farmland. Would the project:
a) Convert Prime Farmland, Unique Farmland, or Farmland D
of Statewide Importance (Farmland) as shown on the
maps prepared pursuant to the Farmland Mapping and
Monitoring Program of the California Resources Agency,
to non - agricultural use?
(The Farmland Mapping and Monitoring Program in
the California Resources Agency, Department of
Conservation, maintains detailed maps of these and
other categories of farmland.)
b) Conflict with existing zoning for agricultural use, or a 0
Williamson Act contract?
c) Involve other changes in the existing environment 0
which, due to their location or nature, could individually
or cumulatively result in loss of Farmland, to non-
agricultural uses?
F a) The project site is not located on Prime Farmland, Unique Farmland, or Farmland of Statewide
Importance, as identified by the Farmland Mapping and Monitoring Program of the California
Resources Agency. Therefore, the proposed project would not convert farmland with these
F" designations to a non - agricultural use. No further discussion of this issue is necessary in the draft
:.: EIR
b) The project site is not currently zoned for agriculture, nor is it currently under a Williamson Act
contract. The project would not, therefore, conflict with existing agricultural zoning or a
Williamson Act contract. No further discussion of this issue is necessary in the draft EIR.
' c) The project site does not include any changes that could result in the conversion of farmland to a
non - agricultural use. The project site is not currently used nor has it been used in the recent past
for agricultural purposes. In addition, no significant agricultural land uses are located adjacent to
the project site. No further discussion of this issue is necessary in the draft EIR.
h
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 9 Environmental Checklist
43\
Less Than
ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than
(see attachments for information sources) Significant Mitigation Significant No
III . AIR QUALITY.
a) The proposed project has the potential to conflict with implementation of the applicable air
quality plan developed by the Bay Area Air Quality Management District (BAAQMD). The
Bay Area '94 Clean Air Plan (CAP) was developed to ameliorate the region's non - attainment
status for state particulate matter (PMIO) standards and federal and_ state ozone (03) standards.
The project has the potential to degrade air quality through potential short -term (i.e.,
construction) air pollutant emissions and long term (i.e., operational) regional air pollutant
emissions, including stationary and mobile source emissions. Although the DPX EIR
addressed the effects on air quality of future development of the West Dublin/Pleasanton
BART Station, it did not assess the potential air quality impacts associated with the residential
and commercial components of the proposed project. Because the proposed project may result
in potentially significant air quality impacts, its effects will be evaluated in detail in the draft
EIR.
b) The proposed project could contribute to the existing PMIO and ozone air quality violations
within the San Francisco Bay Air Basin (Basin). Construction activities related to the proposed
project, including earthmoving and grading, could exacerbate the current PMIO air quality
violations within the Basin. In addition, regional mobile source emissions (i.e., nitrogen oxides
and reactive organic gases) could increase within the Basin as a result of project
implementation. Because the proposed project may result in potentially significant air quality
impacts, its effects will be evaluated in detail in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 10 Environmental Checklist
E
Where available, the significance criteria established by
the applicable air quality management or air pollution
control district may be relied upon to make the
following determinations. Would the project:
a)
Conflict with or obstruct implementation of the
0
11 11 11
applicable air quality plan?
b)
Violate any air quality standard or contribute
0
0 0 0
substantially to an existing or projected air quality
violation?
c)
Result in a cumulatively considerable net increase of
0
11 11 11
any criteria pollutant for which the project region is
non - attainment under an applicable federal or state
ambient air quality standard (including releasing
emissions which exceed quantitative thresholds for
ozone precursors)?
d)
Expose sensitive receptors to substantial pollutant
0
0 11 11
concentrations?
e)
Create objectionable odors affecting a substantial
0
0 11 11
number of people?
a) The proposed project has the potential to conflict with implementation of the applicable air
quality plan developed by the Bay Area Air Quality Management District (BAAQMD). The
Bay Area '94 Clean Air Plan (CAP) was developed to ameliorate the region's non - attainment
status for state particulate matter (PMIO) standards and federal and_ state ozone (03) standards.
The project has the potential to degrade air quality through potential short -term (i.e.,
construction) air pollutant emissions and long term (i.e., operational) regional air pollutant
emissions, including stationary and mobile source emissions. Although the DPX EIR
addressed the effects on air quality of future development of the West Dublin/Pleasanton
BART Station, it did not assess the potential air quality impacts associated with the residential
and commercial components of the proposed project. Because the proposed project may result
in potentially significant air quality impacts, its effects will be evaluated in detail in the draft
EIR.
b) The proposed project could contribute to the existing PMIO and ozone air quality violations
within the San Francisco Bay Air Basin (Basin). Construction activities related to the proposed
project, including earthmoving and grading, could exacerbate the current PMIO air quality
violations within the Basin. In addition, regional mobile source emissions (i.e., nitrogen oxides
and reactive organic gases) could increase within the Basin as a result of project
implementation. Because the proposed project may result in potentially significant air quality
impacts, its effects will be evaluated in detail in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 10 Environmental Checklist
E
q -;s -Z_
J C) The proposed project may cumulatively contribute to emissions of ozone precursors and PM1,
,vid-iin the Basin by increasing mobile source emissions associated with project traffic. Because
the Basin is currently designated non - attainment for state PM10 standards and federal and.state
17 1 1" 1 1 1 -
1 03 standards, cumulative air quality impacts will be evaluated in detail in the draft. EIR.
d) The proposed project could expose sensitive receptors to pollutant concentrations. Residences
L, are located approximately 0.5 mile northwest and northeast of the project site and
approximately 0.75 mile south of the site. In addition, the proposed project would place
residents just north of Interstate 580, exposing them to mobile source emissions. Because the
proposed project may result in potentially significant air quality impacts, its effects will be
evaluated in detail in the draft EIR.
e) Odorous emissions generated during the construction phase of the proposed project would be
primarily associated with the application of architectural coatings and asphalt paving material.
Additional odors may be associated with the exhaust emissions of diesel powered construction
equipment. Because the proposed project may result in odor emissions that may be considered
objectionable to people in the area, its odor effects will be evaluated in detail in the draft EIR.
I
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village I I Environmental Checklist
q33 .
Less Than
ENVIRONMENTAL ISSUES Potentially SignificantWith Less Than
(see attachments for information sources) Significant Mitigation Significant No
IV. BIOLOGICAL RESOURCES;— Would the project.
a) Have a substantial adverse effect, either directly or El El ® 1
through habitat modifications, on any species identified
as a candidate, sensitive, or special status species in
local or regional plans, policies, or regulations, or by the
California Department of Fish and Game or U.S. Fish
and Wildlife Service?
b) Have a substantial adverse impact on any riparian 0 11 0
habitat or other sensitive natural community identified
in local or regional plans, policies, regulations or by the
California Department of Fish and Game or U.S. Fish
and Wildlife Service?
c) Have a substantial adverse effect on federally protected 11 11 ® El
wetlands as defined by Section 404 of the Clean Water
Act (including, but not limited to, marsh, vernal pool,
coastal, etc.) through direct removal, filling,
hydrological interruption, or other means?
d) Interfere substantially with the movement of any native 0 0 0
resident or migratory fish or wildlife species or with
established resident or migratory wildlife corridors, or
impede the use of wildlife nursery sites?
e) Conflict with any local policies or ordinances protecting 11 0 ® 0
biological resources, such as a tree preservation policy
or ordinance?
f) Conflict with the provisions of an adopted Habitat 0 0 0
Conservation Plan, Natural Community Conservation
Plan, or other approved local, regional, or state habitat
conservation plan?
a) The Dublin parcel contains common annual grasses and shrubs over most of the site, while the
Pleasanton parcel includes non -native grasses and dense areas of ornamental trees dominated
by black locusts (Robina pseudoacacia). The Pleasanton site also includes a single English walnut
tree (juglans regia) and a Lombardi poplar (Populus nigra) (DPX EIR, p. 4 -102). The
grasslands are surrounded by commercial development and are completely isolated from other
grassland habitat areas. No state or federally listed species, or special status species were
identified on the site in the DPX EIR (p. 4 -104). A review of the California Department of
Fish and Game's California Natural Diversity Data Base (CNDDB) for the project site
conducted in February 2000 indicated that no state or federally listed species, or special status
species have been identified within a 5 -mile radius of the project site (CNDDB, 2000). The
DPX EIR assumed that the entire 17 -acre site would be graded to accommodate the BART
station and associated parking facilities. Therefore, all grassland habitat was assumed to be
removed with site development. The proposed project would also require grading of the entire
project site, thus removing all grassland habitat. No new significant biological resource impacts
would be anticipated with the proposed project. Because the proposed project would result in
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 12 Environmental Checklist
e
rl
{
biological resource impacts similar to those identified in the DPX EIR, no additional analysis
will be necessary in the draft EIR.
b) Dublin Creek forms the southern boundary of the Dublin parcel and is bordered by a 6 -foot
chain link fence on the north and Interstate 580 on the south. The channelization of the creek
has eliminated much of the habitat resource value of the creek. The creek contains little or no
vegetation or wildlife habitat and is generally used as a flood control channel. The DPX EIR
assumed that no construction activities would occur in the creek with project implementation.
Similarly, the proposed project would not result in construction within the creek channel.
Therefore, no impacts would be anticipated. Because the proposed project would result in
biological resource impacts similar to those identified in the DPX EIR, no additional analysis
t
will be necessary in the draft EIR.
C) The field reconnaissance surveys conducted for the DPX Project concluded that site
development would not disturb any federally protected wetlands, as defined by Section 404 of
the Clean Water Act (DPX EIR, p. 4 -102). An additional field reconnaissance survey was
conducted on March 161 2000) that verified this conclusion. Because the proposed project
would affect the same area, no new significant wetland impacts would be anticipated. Because
the proposed project would result in biological resource impacts similar to those identified in
the DPX EIR, no additional analysis will be necessary in the draft EIR.
No construction activity would occur within Dublin Creek, which is located along the Dublin
parcePs southern boundary. However, during construction, there is the potential for
stormwater- related runoff to occur at the site. Implementation of a federal and state required
Stormwater Pollution Prevention Plan (SWPPP) under the National Pollutant Discharge
Elimination System (NPDES) program would reduce potential impacts to a less -than-
significant level.
d) The project site is generally surrounded by commercial development. The isolation of the
project site from other potential habitats precludes the movement of any native resident or
migratory fish and wildlife species within the site. Therefore, no additional analysis will be
necessary in the draft EIR.
^- e) The City of Pleasanton General Plan sets forth policies and programs to preserve and enhance
the natural resources within the City. In addition, the City Zoning Ordinance contains a
Heritage Tree Ordinance that establishes standards and conditions for the care and maintenance
of heritage trees. The City defuies a heritage tree as any tree, regardless of species, with a trunk
circumference of 55 inches or greater, or any tree, regardless of species, that is 35 feet or more
in, height. The trees located on the project site may meet the height criteria of the tree
ordinance. In order to remove these trees, a tree removal permit must be obtained from the
City Department of Public Works. The application for this permit must contain relevant
information about the tree such as tree height and trunk circumference and the reasons
necessitating its removal. Compliance with the Heritage Tree Ordinance would ensure heritage
tree impacts are minimized. No additional analysis will be necessary in the draft EIR.
r-
s -
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 13 Environmental Checklist
f) The project site is not located in a Habitat Conservation Plan (HCP), a Natural Community
Conservation Plan (NCCP), or an approved local, regional or state habitat conservation plan
area. Therefore, the proposed project would not conflict with the provisions of an adopted
HCP, or NCCP, or other habitat plan. No additional analysis will be necessary in the draft
EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 14 Environmental Checklist
a.
a-d) Based on archival research of existing records for the project area, an archaeological survey, and
a survey and evaluation of historical structures, the DPX EIP, concluded that development of
the project site would not affect any known historic or prehistoric cultural resources (DPX EIR,
p. 4-113). The EIP, concluded that yet unidentified subsurface resources may be disturbed
with site development. The DPX EIR provided mitigation to avoid or reduce the potential
impacts to buried or as of yet unknown cultural resources. The mitigation states that, 'If
archaeological resources are encountered during construction, work would be temporarily
halted. A qualified archaeologist would be contacted to evaluate the significance of the resource
and determine whether construction can continue or if further investigations are necessary."
(DPX EIR, p. 4-122). With incorporation of this mitigation measure, the potential impacts
to unknown historical, archaeological (including human remains), and paleontological cultural
resources was concluded to be less than significant. Because the proposed project would
disturb the same area as evaluated in the DPX EM, no new significant impacts would be
anticipated. Therefore, no additional analysis Will be necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 15 Environmental Checklist
Less Than
ENVIRONMENTAL ISSUES
Potentially
SignificontWith
Lew Than
(see attachments for information sources)
Significant
Impact
Mitigation
Incorporated
Significont
Impact
No
Impact
V.
Oroje
.CULTURAL . L RESOURCES-' Would the'--"
a)
Cause a substantial adverse change in the significance
of a historical resource as defined in §15064.5?
b)
Cause a substantial adverse change in the significance
of an archaeological resource pursuant to §15064.5?
c)
Directly or indirectly destroy a unique paleontological
El
resource or site or unique geologic feature?
d)
Disturb any human remains, including those interred
0
0
outside of formal cemeteries?
a-d) Based on archival research of existing records for the project area, an archaeological survey, and
a survey and evaluation of historical structures, the DPX EIP, concluded that development of
the project site would not affect any known historic or prehistoric cultural resources (DPX EIR,
p. 4-113). The EIP, concluded that yet unidentified subsurface resources may be disturbed
with site development. The DPX EIR provided mitigation to avoid or reduce the potential
impacts to buried or as of yet unknown cultural resources. The mitigation states that, 'If
archaeological resources are encountered during construction, work would be temporarily
halted. A qualified archaeologist would be contacted to evaluate the significance of the resource
and determine whether construction can continue or if further investigations are necessary."
(DPX EIR, p. 4-122). With incorporation of this mitigation measure, the potential impacts
to unknown historical, archaeological (including human remains), and paleontological cultural
resources was concluded to be less than significant. Because the proposed project would
disturb the same area as evaluated in the DPX EM, no new significant impacts would be
anticipated. Therefore, no additional analysis Will be necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 15 Environmental Checklist
ii) Strong seismic ground shaking?
Less Than
ENVIRONMENTAL ISSUES
Potentially SignificontWith Less Than
(see attachments for information sources)
Significant Mitigation Significant No
❑
Impact Incorporated Impact Impact
VI. GEOLOGY AND SOILS =Would the pr oject.
❑
a) Expose people or structures to potential substantial
adverse effects, including the risk of loss, injury or
death involving:
iv) Landslides?
i) Rupture of a known earthquake fault, as delineated
❑ ® ❑
on the most recent Alquist - Priolo Earthquake Fault
Zoning Map issued by the State Geologist for the
❑
area or based on other substantial evidence of a
❑
known fault? Refer to Div. of Mines and Geology
c) Be located on a geologic unit or soil that is unstable, or
Special Publication 42.
®
ii) Strong seismic ground shaking?
❑
®
❑
❑
iii) Seismic - related ground failure, including
❑
®
❑
❑
liquefaction?
iv) Landslides?
❑
❑
❑
b) Result in substantial soil erosion or the loss of topsoil?
❑
❑
❑
c) Be located on a geologic unit or soil that is unstable, or
❑
®
❑
❑
that would become unstable as a result of the project,
and potentially result in on- or off -site landslide, lateral
spreading, subsidence, liquefaction or collapse?
d) Be located on expansive soil, as defined in Table 18 -1 -B ❑ ❑ ® ❑
of the Uniform Building Code (1994), creating
substantial risks to life or property?
e) Have soils incapable of adequately supporting the use of ❑ ❑ ❑
septic tanks or alternative waste water disposal systems
where sewers are not available for the disposal of waste
water?
a) The project site is located within a seismically active region associated with the San Andreas
Fault System and the Hayward and Calaveras fault zones. The Calaveras fault zone parallels
Foothill Road, which is located approximately 1/2 mile west of the project site. The City of
Pleasanton General Plan designates the project area as having high potential for seismic shaking,
lateral spreading, differential settlement, liquefaction, and lurch cracking, and nil to low
potential for landslides (General Plan, p. V -26 and V -35). No geologic hazards or constraints
were identified for the project site in the City of Dublin General Plan (General Plan, p. 8 -6).
The DPX EIR identified potentially significant impacts associated with seismic shaking and
liquefaction at the project site (DPX EIR, p. 4 -92 and 4 -93). The DPX EIR provided
mitigation to reduce these impacts to less- than- significant levels. The proposed project would
have impacts similar to those identified in the DPX EIR. No new significant impacts would
be anticipated. With incorporation of the mitigation measures included in the DPX EIR, the
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 16 Environmental (hecklist
.rl
r
1'
L4 -619
geologic and seismic impacts associated with the proposed project would remain less than
significant. Therefore, no additional analysis will be necessary in the draft EIR.
F7
b) The City of Pleasanton General Plan designates the project site as having nil to low potential
for soil erosion (General Plan, p. V-26). Similarly, the Dublin parcel, because of its flat
character, would have little soil erosion potential. No significant soil erosion impacts were
identified in the DPX EIR for the project site. Because the proposed project would disturb the
same area as anticipated in the DPX EIR, no new significant soil erosion impacts would be
anticipated. Therefore, no additional -analysis of this issue would be necessary in the draft EIR.
C) The City of Pleasanton General Plan identifies the project site as having high potential for
lateral spreading, differential settlement, and liquefaction (General Plan, p. V-26). The DPX
EIP, identified significant soil instability impacts associated with liquefaction and provided
r—" mitigation measures to reduce these impacts to a less-than-significant level. The DPX EIP,
specifically recommended the placement of structures on piles to protect them from liquefaction
or densifying the alluvium by grouting or dynamic deep compaction. For overhead structures,
the foundations could be extended down into a non-liquefiable geologic horizon. The design
recommendations would be considered during final engineering. The proposed project would
have soil stability impacts similar to those identified in the DPX EIR. With incorporation of
the DPX EIP, mitigation measures, potential soil instability impacts associated with the
proposed project would remain less than significant. Therefore, no additional analysis will be
necessary in the draft EIR.
d) The project site is located on younger alluvial fan deposits., which may include expansive soil
components. With implementation of standard engineering design requirements of the
Uniform Building Code, no risk to life or property would be anticipated. Therefore, no
additional analysis will be necessary in the draft EIR.
e) The proposed project would not include the use of septic tanks or other alternative wastewater
disposal systems. Therefore, no additional analysis will be necessary in the draft EIR.
I
I
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 17 Environmental Checklist
a) The proposed project would include the use and storage of small quantities of hazardous
materials such as pesticides, fertilizers, gasoline, cleaning materials, and lubricants used at the
transit village and BART station. Federal, state, and local regulations are in place that control
every aspect of hazardous materials transport, use, and storage. These regulations are designed
to avoid significant hazards to the public and environment. Because only small quantities of
these materials are expected to be used on the site and because the project would be required
to comply with all applicable existing regulations concerning hazardous materials, the project
would not represent a significant hazard to the public or the environment. Therefore, no
additional analysis will be necessary in the draft EIR.
b) Phase I Environmental Site Assessments, consisting of records review and site reconnaissance,
were conducted for the DPX project site in 1989 and 1991, to identify hazardous or potentially
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 18 Environmental Checklist
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Less Than
Potentially SignificantWrth Less Than
Significant Mitigation Significant No
Impact Incorporated Impact Impact
VII
HAZARDS and HAZARDOUS MATERIALS Would the project.
a)
Create a significant hazard to the public or the
11 El ® 13
environment through the routine transport, use, or
disposal of hazardous materials?
b)
Create a significant hazard to the public or the
® 11 0 11
environment through reasonably foreseeable upset and
accident conditions involving the likely release of
hazardous materials into the environment?
c)
Emit hazardous emissions or handle hazardous or
11 11 11
acutely hazardous materials, substances, or waste
within one - quarter mile of an existing or proposed
school?
d)
Be located on a site which is included on a list of
® 11 11 11
hazardous materials sites compiled pursuant to
Government Code Section 65962.5 and, as a result,
would it create a significant hazard to the public or the
environment?
e)
For a project located within an airport land use plan or,
1 11 1
where such a plan has not been adopted, within 2 miles
of a public airport or public use airport, would the
project result in a safety hazard for people residing or
working in the project area?
f)
For a project within the vicinity of a private airstrip,
11 1 1
would the project result in a safety hazard for people
residing or working in the project area?
g)
Impair implementation of or physically interfere with an
11 0 0
adopted emergency response plan or emergency
evacuation plan?
h)
Expose people or structures to a significant risk of loss,
D 0 1
injury or death involving wildland fires, including where
wildlands are adjacent to urbanized areas or where
residences are intermixed with wildlands?
a) The proposed project would include the use and storage of small quantities of hazardous
materials such as pesticides, fertilizers, gasoline, cleaning materials, and lubricants used at the
transit village and BART station. Federal, state, and local regulations are in place that control
every aspect of hazardous materials transport, use, and storage. These regulations are designed
to avoid significant hazards to the public and environment. Because only small quantities of
these materials are expected to be used on the site and because the project would be required
to comply with all applicable existing regulations concerning hazardous materials, the project
would not represent a significant hazard to the public or the environment. Therefore, no
additional analysis will be necessary in the draft EIR.
b) Phase I Environmental Site Assessments, consisting of records review and site reconnaissance,
were conducted for the DPX project site in 1989 and 1991, to identify hazardous or potentially
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 18 Environmental Checklist
hazardous conditions at the project site. The investigation identified a few auto shops and a
car dealership in the vicinity of the project site where recorded fuel leaks from underground
storage tanks had occurred. Depending on the extent of subsurface contamination from these
incidents and whether remediation has occurred, development of the proposed project could
pose a hazard to public health or the environment during construction by exposing
contaminated soils during excavation. An updated database search of agency records will be
necessary to determine'the current status of the past incidents and whether any new, reports of
subsurface contamination that could potentially affect the project site have occurred since then.
This issue will be addressed in the EIR.
C) The project site is not located within one - quarter mile of an existing or proposed school.
Therefore, no additional analysis will be necessary in the draft EIR.
d) See discussion provided in response to question "b" above.
C) The Livermore Municipal Airport is located approximately 6 miles southeast of the project site.
The project site is not located within the airport land use plan for this airport. Therefore, no
additional analysis will be necessary in the draft EIR.
f) The project is not located within the vicinity of a private airstrip. Therefore, no additional
analysis will be necessary in the draft EIR.
g)
The City of Pleasanton has adopted an Emergency Operations Plan to provide for the safety
of the community in the event of a major emergency such as an earthquake, flood, fire, nuclear
accident, civil disturbance, or hazardous materials spill. The proposed project is not expected
to interfere with this plan or impair its implementation. Therefore, no additional analysis will
be necessary in the draft EIR
h) The proposed project is not located within a Wild Fire Risk Area, as delineated on the Wild
Fire Risk Areas Map in the City of Pleasanton General Plan. Therefore, the project would not
expose people or structures to a significant risk of loss, injury, or death involving wildland fires:
i ! Therefore, no additional analysis will be necessary in the draft EIR.
t
F
e _
San Francisco Bay Area Rapid Transit District . EDAtiV
West Dublin/Pleasanton BART Station and Transit Village 19 Environmental Checklist
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a) The proposed project could degrade water quality associated with non -point source (urban
runoff) pollutants to the storm drain and flood control systems. Typical urban runoff
pollutants include heavy metals, nutrients, hydrocarbons, and suspended solids that are
deposited on streets, highways, and parking areas and are subsequently washed into drainages
during storms. A study was conducted for the DPX project to predict the change in pollutant
loads in runoff from each of the proposed BART stations. This study concluded that the
increase in the total amount of non -point source pollutant loads due to the West
Dublin/Pleasanton BART Station would be less than 1% of the overall pollutant loads entering
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 20 Environmental Checklist
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F
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Less Than
Potentially Signi{icantWrth Less Than
Significant Mitigation Significant No
Impact Incorporated Impact Impact
VIII." : HYDROLOGY AND WATER QUALITY Would the project
a)
Violate any water quality standards or waste discharge
❑ ❑ ® ❑
requirement?
b)
Substantially deplete groundwater supplies or interfere
® ❑ ❑ ❑
substantially with groundwater recharge such that there
would be a net deficit in aquifer volume or a lowering of
the local groundwater table level (e.g., the production
rate of pre - existing nearby wells would drop to a level
which would not support existing land uses or planned
uses for which permits have been granted)?
c)
Substantially alter the existing drainage pattern of the
❑ ❑ ® ❑
site or area, including through the alteration of the
course of a stream or river, in a manner which would
result in substantial erosion or siltation on- or off -site?
d)
Substantially alter the existing drainage pattern of the
❑ ❑ ® ❑
site or area, including through the alteration of the
course of a stream or river, or substantially increase the
rate or amount of surface runoff in a manner which
would result in flooding on- or off -site?
e)
Create or contribute runoff water which would exceed
❑ ® ❑ ❑
the capacity of existing or planned stormwater drainage
systems or provide substantial additional sources of
polluted runoff?
f)
Otherwise substantially degrade water quality?
❑ ® ❑ ❑
g)
Place housing within a 100 -year flood hazard area as
❑ ❑ ❑
mapped on a federal Flood Hazard Boundary or Flood
Insurance Rate Map or other flood hazard delineation
map?
h)
Place within a 100 -year flood hazard area structures
❑ ❑ ❑
which would impede or redirect flood flows?
1)
Expose people or structures to a significant risk of loss,
❑ ❑ ® ❑
injury or death involving flooding, including flooding as
a result of the failure of a levee or dam?
j)
Inundation by seiche, tsunami, or mudflow?
❑ 11 ❑
a) The proposed project could degrade water quality associated with non -point source (urban
runoff) pollutants to the storm drain and flood control systems. Typical urban runoff
pollutants include heavy metals, nutrients, hydrocarbons, and suspended solids that are
deposited on streets, highways, and parking areas and are subsequently washed into drainages
during storms. A study was conducted for the DPX project to predict the change in pollutant
loads in runoff from each of the proposed BART stations. This study concluded that the
increase in the total amount of non -point source pollutant loads due to the West
Dublin/Pleasanton BART Station would be less than 1% of the overall pollutant loads entering
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 20 Environmental Checklist
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Af
L4L4 Z-
1 Alamo Creek at the I -580 crossing (DPX EIR, p. 4 -110). In addition, the General Stormwater
Permit for construction related activities issued by the State Water Resources Control Board
r- would require the preparation of a Stormwater Pollution Prevention Plan for the project site.
i Implementation of this plan would minimize soil runoff from active construction areas.
Therefore, the increase in runoff associated with the proposed project would not significantly
affect the quality of the site's receiving water system. Because the proposed project would
develop the same area on the site as assumed in the DPX EIR, no new significant storm water
discharge impacts would be anticipated. Therefore, no additional analysis. will be necessary in
w
the draft EIR.
�. b) The DPX EIR concluded that little to no impacts on groundwater resources would be
anticipated with development of the project site. Because the proposed project would develop
the same area as anticipated in the DPX EIR and would not use any groundwater resources,
no new significant groundwater impacts would be anticipated. However, as discussed in
Section VII (b,d) there is the potential to encounter subsurface contamination during project
construction. As indicated in the ,Phase I ESA, shallow groundwater may be present in the
project area. Subsurface excavation associated with project construction could result in the
1, vertical and /or lateral migration of groundwater contaminants as well as expose the public and
workers to potential hazards. This a potentially significant impact and will be addressed in the
EIR.
c -d) The proposed project would create new impervious surfaces on the project site, altering the
site's existing drainage patterns and increasing site runoff. However, the DPX EIR identified
the hydrologic impacts associated with development of the project site as less than significant
because of the relatively small total area of the site when compared to the overall drainage area
served by local flood control channels (DPX EIR, p. 4 -109). The DPX EIR assumed that
100% of the project site surface would be impervious following construction of the proposed
l^, parking lots. The proposed project would have•a similar impervious surface area. Because the
proposed project would include the same total impervious area as anticipated in the DPX EIR,
no new significant storm water drainage impacts would be anticipated. Therefore, no
additional analysis will be necessary in the draft EIR.
e) Although the DPX EIR identified the water quality impacts associated with contaminated site
runoff as less than significant, it also identified the need to increase the capacity of the existing
p stormwater drainage system to accommodate for the increase in runoff water anticipated from
the project site. This issue was not identified as a significant impact to existing stormwater
drainage facilities in the DPX EIR, but mitigation was provided to minimize runoff from the
project site, including the use of detention ponds to control the rate of storm water runoff.
With incorporation of this mitigation, the proposed project's contribution to the existing storm
t water runoff from the site would be considered less than significant. Therefore, no additional
analysis will be necessary in the draft EIR.
f) The DPX EIR identified the water quality impacts anticipated with site development as
insignificant although it would constitute an incremental impact to the overall non -point source
pollution loading of regional receiving waters (DPX EIR, p. 4 -110). Mitigation measures were
San Francisco Bay Area Rapid Transit District EDAW
., West Dublin/Pleasanton BART Station and Transit Village 21 Environmental (hecklist
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developed to minimize water quality impacts associated with site development. Because. the
proposed project would develop the same total area as anticipated in the DPX EIR and would
include the incorporation of the identified water quality mitigation measures, the water quality
impacts of the proposed project would also be considered less than significant. Therefore, no
additional analysis will be necessary in the draft EIR.
g -h) The project site is not located within a 100 -year flood hazard area, as delineated on the. 100-
year Flood Zone Maps included in the City of Pleasanton General Plan and the City of Dublin
General Plan. Therefore, the proposed project would not place housing or structures within
a 100 -year flood hazard area and no additional analysis will be necessary in the draft EIR.
i) The project site is located within the Del Valle Dam Inundation Area, as delineated on the Dam
Inundation Area Map in the City of Pleasanton General Plan. This inundation area includes
a large portion of both Pleasanton and Dublin. Although the potential exists for extensive -
property damage and loss of lives resulting from dam inundation, dam failure is extremely r
unlikely. If dam failure did occur, it would be a major catastrophe for the entire area. The
proposed project would have no effect on the probability of such an event. Therefore, no
significant impacts would be anticipated and no additional analysis will be necessary in the draft
EIR.
j) No large bodies of water are located near the project site that could pose hazards associated
with seiches and tsunamis. In addition, the project area does not contain steep slopes that could
pose hazards associated with mudflows. Therefore, no additional analysis will be necessary in
the draft EIR
San Francisco Bay Area Rapid Transit District EDAW
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regulation of an agency with jurisdiction over the project
(including, but not limited to the general plan, specific
plan, local coastal program, or zoning ordinance)
adopted for the purpose of avoiding or mitigating an
environmental effect?
c) Conflict with any applicable habitat conservation plan or ❑ ❑
natural community conservation plan?
r
' a) The project site is surrounded by commercial development. Development of the site would not
physically divide an established community. Therefore, no additional analysis will be necessary
in the draft EIR.
b) The DPX EIR concluded that the development of the West Dublin/Pleasanton station, as
proposed in the DPX project, would not conflict with the Dublin General Plan, the Dublin
Downtown Specific Plan, the Pleasanton General Plan, or the Pleasanton Zoning Ordinance.
However, the proposed project deviates from the DPX project in that it includes the
development of a transit village with residential and commercial components. For the Dublin
parcel, these uses would require a General Plan amendment and a rezone. Also, the Dublin
parcel is located within the area of a Specific Plan being prepared by the City. Therefore, the
i EIR will include an evaluation of the proposed project's impacts on applicable land use policies.
c) The project site is not located in either a Habitat Conservation Plan (HCP) or a Natural
Community Conservation Plan (NCCP) area. Therefore, the proposed project would not
E— conflict with the provisions of an adopted HCP or NCCP. No additional analysis will be
necessary in the draft EIR.
t--
San Francisco Bay Area Rapid Transit District EDAW
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Less Than
ENVIRONMENTAL ISSUES
Potentially
SignificantWith
Less Than
(see attachments for information sources)
Significant
Impact
Mitigation
Incorporated
Significant
Impact
No
Impact
IX. 'LAND USE AND - PLANNING — Would the project
a) Physically divide an established community?
❑
❑
❑
b) Conflict with any applicable land use plan, policy, or
®
❑
❑
❑
regulation of an agency with jurisdiction over the project
(including, but not limited to the general plan, specific
plan, local coastal program, or zoning ordinance)
adopted for the purpose of avoiding or mitigating an
environmental effect?
c) Conflict with any applicable habitat conservation plan or ❑ ❑
natural community conservation plan?
r
' a) The project site is surrounded by commercial development. Development of the site would not
physically divide an established community. Therefore, no additional analysis will be necessary
in the draft EIR.
b) The DPX EIR concluded that the development of the West Dublin/Pleasanton station, as
proposed in the DPX project, would not conflict with the Dublin General Plan, the Dublin
Downtown Specific Plan, the Pleasanton General Plan, or the Pleasanton Zoning Ordinance.
However, the proposed project deviates from the DPX project in that it includes the
development of a transit village with residential and commercial components. For the Dublin
parcel, these uses would require a General Plan amendment and a rezone. Also, the Dublin
parcel is located within the area of a Specific Plan being prepared by the City. Therefore, the
i EIR will include an evaluation of the proposed project's impacts on applicable land use policies.
c) The project site is not located in either a Habitat Conservation Plan (HCP) or a Natural
Community Conservation Plan (NCCP) area. Therefore, the proposed project would not
E— conflict with the provisions of an adopted HCP or NCCP. No additional analysis will be
necessary in the draft EIR.
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San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 23 Environmental Checklist
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a -b) The project site is not located in an area of aggregate resources (Pleasanton General Plan, p. VII -
26). Therefore, the project would not result in the loss of availability of a known mineral
resource of value to the region or the residents of the state. No additional analysis will be
necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 24 Environmental Checklist
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L"
Less Than
ENVIRONMENTAL ISSUES
Potentially
SignificantWith
Less Than
(see attachments for information sources)
Significant
Mitigation
Significant
No
Impact
Incorporated
Impact
Impact
X. MINERAL RESOURCES =Would the project
a) Result in the loss of availability of a known mineral
❑
El
O
resource that would be of value to the region and the
residents of the state?
b) Result in the loss of availability of a locally- important
mineral resource recovery site delineated on a local
general plan, specific plan or other land use plan?
a -b) The project site is not located in an area of aggregate resources (Pleasanton General Plan, p. VII -
26). Therefore, the project would not result in the loss of availability of a known mineral
resource of value to the region or the residents of the state. No additional analysis will be
necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 24 Environmental Checklist
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a) The proposed project could expose people to noise levels in excess of standards established in
the City of Pleasanton General Plan, the City of Dublin General Plan, and other applicable
noise standards. Although the DPX EIR includes an analysis of noise impacts related to the
extension project, traffic-related noise conditions have changed considerably since 1989.
Therefore, the EIR will evaluate the potential stationary and mobile source noise impacts of the
proposed project, including traffic noise modeling based on daily traffic volumes using the
Federal Highway Administration (FHWA) roadway noise prediction model.
b) The proposed project could potentially generate excessive groundborne vibration or
groundborne noise levels associated with construction- related activities, project-related
automobile traffic, and BART traffic. The EIR will include an analysis of potential
groundborne noise impacts associated with the proposed BART station and transit village.
c-d) The proposed project would introduce temporary and permanent noise emitters to the project
vicinity, including construction machinery, mobile sources, and the proposed transit facility.
The EIR will examine whether the proposed project would have a substantial temporary or
permanent increase in ambient noise levels in the project vicinity -above levels existing without
the project by providing an assessment of potential short-term (i.e., construction) and long-
term (i.e., operational) noise impacts.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 25 Environmental Checklist
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Less Than
Potentially SignificantWith Less Than
Significant Mitigation Significant No
Impact Incorporated Impact Impact
,
XI NOISE ........... . ...
Would �the project resu t in -
a)
Exposure of persons to or generation of noise levels in
0 0
excess of standards established in the local general plan
or noise ordinance, or applicable standards of other
agencies?
b)
Exposure of persons to or generation of excessive
El El 11
groundborne Vibration or groundborne noise levels?
c)
A substantial permanent increase in ambient noise
El 0 0
levels in the project vicinity above levels existing
without the project?
d)
A substantial temporary or periodic increase in ambient
11 11 0
noise levels in the project Vicinity above levels existing
without the project?
e)
For a project located within an airport land use plan or,
where such a plan has not been adopted, within 2 miles
of a public airport or public use airport, would the
project expose people residing or working in the project
area to excessive noise levels?
f)
For a project within the Vicinity of a private airstrip,
would the project expose people residing or working in
the project area to excessive noise levels?
a) The proposed project could expose people to noise levels in excess of standards established in
the City of Pleasanton General Plan, the City of Dublin General Plan, and other applicable
noise standards. Although the DPX EIR includes an analysis of noise impacts related to the
extension project, traffic-related noise conditions have changed considerably since 1989.
Therefore, the EIR will evaluate the potential stationary and mobile source noise impacts of the
proposed project, including traffic noise modeling based on daily traffic volumes using the
Federal Highway Administration (FHWA) roadway noise prediction model.
b) The proposed project could potentially generate excessive groundborne vibration or
groundborne noise levels associated with construction- related activities, project-related
automobile traffic, and BART traffic. The EIR will include an analysis of potential
groundborne noise impacts associated with the proposed BART station and transit village.
c-d) The proposed project would introduce temporary and permanent noise emitters to the project
vicinity, including construction machinery, mobile sources, and the proposed transit facility.
The EIR will examine whether the proposed project would have a substantial temporary or
permanent increase in ambient noise levels in the project vicinity -above levels existing without
the project by providing an assessment of potential short-term (i.e., construction) and long-
term (i.e., operational) noise impacts.
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West Dublin/Pleasanton BART Station and Transit Village 25 Environmental Checklist
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e) The project site is not located within the airport land use plan for the Livermore Municipal
Airport nor is it located within 2 miles of this airport. Therefore, the proposed project would
not expose people residing or working in the project area to excessive noise levels associated
with public use airports.
f) The project site is not located within the vicinity of a private airstrip. Therefore, no additional
analysis will be necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 26 Environmental Checklist
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q q
directly (for example, by proposing new homes and
businesses) or indirectly (for example, through
extension of roads or other infrastructure)?
b) Displace substantial numbers of existing housing, 0 0 0
necessitating the construction of replacement housing
elsewhere?
c) Displace substantial numbers of people, necessitating 0 0 0 lz
the construction of replacement housing elsewhere?
.' a) The proposed project would introduce new residents to the local area with the development
of a 160 -unit apartment building within the transit village. However, because of the small
number of new units relative to the region, this residential use would not substantially increase
` the population within the local area. Therefore, no additional analysis will be necessary in the
draft EIR.
b -c) Because no development currently occurs on the project site, the proposed project would have
no effect on existing housing and would not displace substantial numbers of people. Therefore,
no additional analysis will be necessary in the draft EIR.
�v
a—
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Wiest Dublin/Pleasanton BART Station and Transit Village 27 Environmental (hecklist
Less Than
ENVIRONMENTAL ISSUES Potentially
SignificantWith
Less Than
(see attachments for information sources) Significant
Mitigation
Significant No
Impact
Incorporated
Impact Impact
XII. POPULATION AND HOUSING - Would the project:",
a) Induce substantial population growth in an area, either 11
O
® 0
directly (for example, by proposing new homes and
businesses) or indirectly (for example, through
extension of roads or other infrastructure)?
b) Displace substantial numbers of existing housing, 0 0 0
necessitating the construction of replacement housing
elsewhere?
c) Displace substantial numbers of people, necessitating 0 0 0 lz
the construction of replacement housing elsewhere?
.' a) The proposed project would introduce new residents to the local area with the development
of a 160 -unit apartment building within the transit village. However, because of the small
number of new units relative to the region, this residential use would not substantially increase
` the population within the local area. Therefore, no additional analysis will be necessary in the
draft EIR.
b -c) Because no development currently occurs on the project site, the proposed project would have
no effect on existing housing and would not displace substantial numbers of people. Therefore,
no additional analysis will be necessary in the draft EIR.
�v
a—
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I
San Francisco Bay Area Rapid Transit District EDAW
Wiest Dublin/Pleasanton BART Station and Transit Village 27 Environmental (hecklist
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Potentially
Significant
Impact
Less Than
SigndicontWith
Mitigation
Incorporated
Less Than
Significant
Impact
No
Impact
XIII.. 4 PUBLIC SERVICES
a) Would the project result in substantial adverse physical
impacts associated with the provision of new or
physically altered governmental facilities, need for new
or physically altered governmental facilities, the
construction of which could cause significant
environmental impacts, in order to maintain acceptable
service ratios, response times or other performance
objectives for any of the public services:
Fire protection?
®
❑
❑
❑
Police protection?
®.
❑
❑
❑
Schools?
®
❑
❑
❑
Parks?
❑
❑
®
❑
Other public facilities?
❑
❑
®
❑
a) BART's System Safety Department is responsible for making sure that systems and procedures
are in place for the BART stations and rights -of -way to enable local fire departments to
provide emergency services. The Pleasanton Fire Department and the Dougherty Regional
Fire Authority, which has jurisdiction over the City of Dublin, currently provide the project
site with fire protection services. The proposed project could increase the number of
emergency calls received by these agencies. Although the DPX EIR evaluated the potential
impacts related to .providing the West Dublin/Pleasanton BART Station with fire protection
services, it did not analyze the effects of providing the residential and commercial components
of the proposed project with fire protection services (DPX EIR, p. 4 -50). Therefore, fire
protection impacts will be evaluated in further detail in the draft EIR.
BART has its own police department, which is responsible for police services for all BART
facilities. Nevertheless, BART often calls on neighboring police departments for assistance
with serious crime- related problems. The Pleasanton Police Department and the Dublin
Police currently provide police protection services to the project vicinity. As with fire
protection services, the DPX EIR did not evaluate the potential impacts to the affected police
departments associated with the residential and commercial components of the proposed
project. Therefore, police protection impacts will be evaluated in further detail in the draft
EIR.
The project site is located within the Pleasanton Unified School District. Because the
proposed project would include the development of a 160 -unit apartment building, the
number of school -age children within the project vicinity would increase. The DPX EIR did
San Francisco Bay Area Rapid Transit District
West Dublin /Pleasanton BART Station and Transit Village
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Environmental Checklist
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not evaluate the potential impacts to the Pleasanton Unified School District associated with
the proposed extension because no residential developments were proposed at that time.
-- Therefore, the EIR will identify potential impacts on school facilities and determine the need
g,
for additional facilities based on the expected student generation ratios.
The local area contains a diverse supply of community facilities, including parks and
recreational facilities. Although the residential component of the proposed project could result
in an increase in the use of these facilities, it is not expected that future residents would utilize
these facilities such that substantial physical deterioration of the facilities would occur.
Therefore, no additional analysis of parks and other public facilities will be necessary in the
_ draft EIR.
to... .,... . ,.
4
M. .
San Francisco Bay Area Rapid Transit District - EDAW
West Dublin /Pleasanton BART Station and Transit Village 29 Environmental Checklist
yst
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Potentially
Significant
Impact
Less Than
SignificantWith
Mitigation
Incorporated
Less Than
Significant No
Impact Impact
XIV ° RIECREATION
a) Would the project increase the use of existing
neighborhood and regional parks or other recreational
facilities such that substantial physical deterioration of
the facility would occur or be accelerated?
b) Does the project include recreational facilities or
D
require the construction or expansion of recreational
facilities which might have an adverse physical effect
on the environment?
a) The existing recreational facilities within the project area include Mape Park, Dolan Park, and
Shannon Park within the City of Dublin and Moller Park and the Pleasanton Ridge Regional
Park within the City of Pleasanton. In addition, numerous gymnasiums and sports fields exist
within the project area. Although the residential component of the proposed project could
result in an increase in the use of these neighborhood and regional parks, it is not expected that
future residents would utilize these facilities such that substantial physical deterioration of the
facilities would occur. Therefore, no additional analysis will be necessary in the draft EIR.
b) The proposed project would not include the construction or expansion of recreational facilities
on the project site. Therefore, no additional analysis will be necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin /Pleasanton BART Station and Transit Village 30 Environmental Checklist
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i
is
l;^
i
Less Than
ENVIRONMENTAL ISSUES Potentially Signi{icontWith
(see attachments for information sources) Significant Mitigation
Impact Incorporated
TRANSPORTATION %TRAFFIC Woutd the project: -.
a)
Cause an increase in traffic which is substantial in
relation to the existing traffic load and capacity of the
street system (i.e., result in a substantial increase in
either the number of vehicle trips, the volume to
capacity ratio on roads, or congestion at
intersections)?
b)
Exceed, either individually or cumulatively, a level of
service standard established by the county congestion
management agency for designated roads or
highways?
c)
Result in a change in air traffic patterns, including
❑
either an increase in traffic levels or a change in
location that results in substantial safety risks?
d)
Substantially increase hazards to a design feature
❑
(e.g., sharp curves or dangerous intersections) or
incompatible uses {e.g., farm equipment)?
e)
Result in inadequate emergency access?
❑
f) Result in inadequate parking capacity?
g) Conflict with adopted policies, plans, or programs ❑
supporting alternative transportation (e.g., bus
turnouts, bicycle racks)?
❑
Less Than
Significant
Impact
LIZ
No
Impact
El
'n
■
■
■
a) The proposed project would likely increase traffic on local roadways (i.e., Golden Cate Road,
San Ramon/Foothill Road, Canyon Way, Stoneridge Mall Road, and Dublin Boulevard) and
regional freeways (i.e., Interstate 580 and Interstate 680). The DPX EIR analyzed the traffic
impacts associated with the DPX project and provided mitigation measures to help minimize
these adverse impacts. However, because traffic conditions have changed since the preparation
of the DPX EIR and the proposed project includes new commercial and residential
components, a detailed traffic analysis will be necessary. This traffic analysis will be conducted
for the draft EIR and will include a thorough discussion of the traffic impacts associated with
the proposed project in both jurisdictions.
b) Traffic associated with the proposed development may exceed level of service criteria
established by the regional congestion management agency. Therefore, a detailed traffic
analysis will be necessary. This traffic analysis will be conducted for the draft EIR and will
include a thorough discussion of the traffic impacts associated with the proposed project in
both jurisdictions.
C) The proposed project would not affect air traffic patterns. Therefore, no additional analysis
will be necessary in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton HART Station and Transit Village 31 Environmental (hecklist
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d) The proposed project is not expected to increase hazards to a design feature or result in
incompatible uses. However, the EIR will review the specific design characteristics of the
proposed project including ingress and egress location, internal traffic flow, and pedestrian and
bicycle access to identify potential design hazards.
e) The project site is expected to be constructed.consistent with the requirements of the local fire
districts. This includes providing access for emergency personnel to the proposed BART
station. However, the EIR will review the specific design characteristics of the proposed
project, including ingress and egress location, internal traffic flow, and pedestrian and bicycle
access to ensure adequate emergency access is provided on the site.
f) The project proposes to construct two parking garages, a 600 -stall parking garage on the
�
Dublin parcel and a 400 -stall parking garage on the Pleasanton parcel, in addition to 320 -stalls
constructed one -half level under the three -story apartment building. Parking for the proposed
hotel would be at 1 -stall per room. Because of the high demand for parking spaces at BART
stations combined with the parking demands of the proposed transit village uses, a potentially
significant parking impact may occur with the proposed project. Therefore, a detailed
assessment of parking issues will be included in the draft EIR. �r
g) The proposed project would not conflict with adopted policies, plans, or programs supporting
alternative transportation. In fact, one of the circulation programs set forth in the City of
Pleasanton General Plan is to encourage BART to complete the West Dublin/Pleasanton
BART Station to better serve the I -680 corridor. Because the proposed project would
enhance the use of public transport within the project area by providing an additional BART
station, it would not be expected to conflict with adopted policies, plans, or programs
supporting alternative transportation. However, a detailed assessment of alternative transit
modes will be discussed in the draft EIR.
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pieasanton BART Station and Transit Village 32 Environmental Checklist
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a) The proposed project is not expected to exceed the wastewater treatment requirements of the
Regional Water Quality Control Board. However, this issue will be evaluated in further detail
in the draft EIR.
b) The proposed project is not expected to require the expansion of existing water and wastewater
l facilities. However, this issue will be evaluated in further detail in the draft EIR.
t<
C) New developments are required to install adequately -sized storm drains to connect to the
existing infrastructure within both jurisdictions. The draft EIR will evaluate the potential
environmental impacts associated with the construction of these storm water drainage facilities.
d) The Dublin parcel currently receives water service from the Dublin San Ramon Services
District, which has 12 -inch mains under Regional Street and Golden Gate Drive. The
Pleasanton parcel receives water service from the City of Pleasanton Water Department, which
has a 12 -inch line under Stoneridge Mall Road. The DPX EIR concluded that these water
service facilities would have sufficient water supplies to serve the proposed BART station at the
project site (DPX EIR, p. 4 -52). However, the proposed project would have a higher water
f demand than anticipated in the DPX EIR because of the commercial and residential
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 33 Environmental (hecklist
t
ENVIRONMENTAL ISSUES
(see attachments for information sources)
Less Than
Potentially Significantw'rth Less Than
Significant Mitigation Significant No
Impact Incorporated Impact Impact
XVI
UTILITIES_ AND SERVICE..SYSTEMS ;,Would ;the project
a)
Exceed wastewater treatment requirements of the
applicable Regional Water Quality Control Board?
b)
Require or result in the construction of new water or
® 0
wastewater treatment facilities or expansion of. existing
facilities, the construction of which could cause
significant environmental effects?
c)
Require or result in the construction of new storm
® i]
water drainage facilities or expansion of existing
facilities, the construction of which could cause
significant environmental effects?
d)
Have sufficient water supplies available to serve the
® 11 0 0
project from existing entitlements and resources, or
are new or expanded entitlements needed?
e)
Result in a determination by the wastewater treatment
0
provider which serves or may serve the project that it
has adequate capacity to serve the project's projected
demand in addition to the provider's existing
commitments?
f)
Be served by a landfill with sufficient permitted
® D
capacity to accommodate the project's solid waste
disposal needs
g)
Comply with federal, state, and local statutes and
® 0 El 11
regulations related to solid waste?
a) The proposed project is not expected to exceed the wastewater treatment requirements of the
Regional Water Quality Control Board. However, this issue will be evaluated in further detail
in the draft EIR.
b) The proposed project is not expected to require the expansion of existing water and wastewater
l facilities. However, this issue will be evaluated in further detail in the draft EIR.
t<
C) New developments are required to install adequately -sized storm drains to connect to the
existing infrastructure within both jurisdictions. The draft EIR will evaluate the potential
environmental impacts associated with the construction of these storm water drainage facilities.
d) The Dublin parcel currently receives water service from the Dublin San Ramon Services
District, which has 12 -inch mains under Regional Street and Golden Gate Drive. The
Pleasanton parcel receives water service from the City of Pleasanton Water Department, which
has a 12 -inch line under Stoneridge Mall Road. The DPX EIR concluded that these water
service facilities would have sufficient water supplies to serve the proposed BART station at the
project site (DPX EIR, p. 4 -52). However, the proposed project would have a higher water
f demand than anticipated in the DPX EIR because of the commercial and residential
San Francisco Bay Area Rapid Transit District EDAW
West Dublin/Pleasanton BART Station and Transit Village 33 Environmental (hecklist
t
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components. Therefore, the draft EIR will evaluate the potential impacts to water service
providers associated with the proposed project.
e) The Dublin San Ramon Services District (DSRSD) provides wastewater treatment services to
the project area. Since the proposed project would utilize the DSRSD's existing municipal
wastewater system, a determination would be required from DSRSD that adequate capacity
exists in the system to serve the project. Inadequate capacity would represent a potentially
significant impact. Therefore, the availability of adequate wastewater treatment disposal
capacity to serve the project will be evaluate in the draft EIR
f -g) The proposed project would generate municipal solid waste associated with the proposed
transit village uses. The DPX EIR did not identify significant solid waste impacts relating to
the development of the West Dublin/Pleasanton BART Station at the project site (DPX EIR,
p. 4 -52). However, the proposed project would generate a greater amount of solid waste than
was previously identified in the DPX EIR due to the incorporation of the transit village uses]
into the project design. Therefore, the draft EIR will evaluate the potential solid waste impacts
of the proposed project.
San Francisco Bay Area Rapid Transit District
West Dublin/Pleasanton BART Station and Transit Village 34
EDO
Environmental Checklist
0
F a) As noted above, the project has the potential to affect the quality of the environment
through potentially significant impacts to a number of environmental concerns. These
potential impacts will be analyzed in detail in the draft EIR.
r^
b) The project may have impacts that are individually limited, but cumulatively
considerable. The potential for cumulative impacts will, therefore, be addressed in the
draft EIR.
C) As previously noted in several of the impact categories discussed above, the proposed
`^ project may adversely affect human beings, either directly or indirectly. The potential
. .
impacts will be addressed in detail in the draft EIR.
l
t Authority: Public Resources Code Sections 21083 and 21087.
Reference: Public Resources Code Sections 21080(c), 21080.1, 21080.3, 21082.1, 21083, 31083.3, 21093,
21094, 21151; Sundstrom v. County of endocina, 202 Cal. Approximately. 3d 296 (1988); Leonoffv
4fonterey,6oardof5ucaryisors, 222 Cal. Approximately. 3d 1337 (1990).
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San Francisco Bay Area Rapid Transit District
EDAW
West Dublin/Pleasanton BART Station and Transit Village 35 Environmental (hecklist
Lk-SS
C
REFERENCES
Bay Area Rapid Transit District. 1989 (December). Final Environmental Impact Report for the
Dublin/Pleasanton Extension Project.
Bay Area Rapid Transit District. 1989 (September). Draft Environmental Impact Report for the
Dublin/Pleasanton Extension Project.
California Department of Fish and Game. 1999. California Natural Diversity Data Base.
City of Dublin. 1985 (February 11). City of Dublin General Plan. Revised July 7, 1998.
City of Pleasanton. 1995 (August 6). The City of Pleasanton General Plan.
City of Pleasanton. 1995 (April 4). Heritage Tree Ordinance No. 1653.
EDAW. 1998 (November). Draft Environmental Impact Report for the Vineyard Avenue
Corridor Spec Plan.
G: \PRODUCTS \EDAW\Ot012 BAR1\3rd Draft 4 -10 \BART Env checklist.wpd
San Francisco Bay Area Rapid Transit District EDAW
'Wrest Dublin /leasanton BART Station and Transit Viiiage 36 Environmental {necklist
MAY 25 '00 09 :05 FR LAND 415 982 2043 TO 19164145850 P.09i10
j
Responsssto
April 11, 2000 Initial Study for
West Dublin /Pleasanton BART Station and Transit Village
"? 1. Livermore - Amador Valley Water Management Agency (LAVMA)
Ms. Vivian W- Housen, P.S.
General Manager
{ 7051 Dublin Blvd, (P.O. Box 2945)
Dublin, CA 84,568
;925) 828 -0515
Response dated: 4/21/00
r
Response received: 4124100
2. Govemor's Office of Planning & Research — State Clearinghouse
Ms. Katie Shulte
Project Analyst, State Clearinghouse
1400 Tenth St. (P.O. Box 3044)
- Sacramento, CA 85812 -3044
(916) 445.0813
Response dated: 4/18/00
Response received: 4/24100
3. Alameda Congestion Management Agency (CMA)
Ms. Beth Walukas
Senior Transportation Planner
1333 Broadway — Suite 220
Oakland, CA 94612
(510) 83 6-2600
Response dated: 4126100
Response received: 511/00 '
4. Alameda County Community Development Agency
Mr, Stuart Cook
Project Planner
224 W. Winton Ave., Rm. 151
Hayward, CA 94544.1215
(510) 670.5400
.—
Response dated: 5/4/00
Response received: 5/4100 (via fax)
5. St Michael Investments
Mr. Robert S. Enos
Partner
6670 Amedor Plaza Rd.
Dublin, CA 94568
(925) 828 -8423
Response dated: 514/00
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Response received: 514100 (hand delivered)
(
1
F"
-
Received: 5/25/00 8:51AM; 415 982 2043 -> EDAW,INC Page 10
MAY 25 '00 09:05 FR LAND 415 982 2043 TO 19164145850
G. Mr. Robert. S. Allen
223 Donner Ave.
Livermore, CA 94660 -3040
(925) 449 -1387
Written comments received on 5/4100 at public scoping session
7. Department of Toxic Substances Control
Ms. Barbara J. Cook, P.E., Chief
Northern California -- Coastal Cleanup, Operations Branch
700 Heinz Avenue, Bldg. F, Suite 200
Berkeley, CA 94710 -2721
Response'dated May 4, 2000
Response received May 8, 2000
S. Department of Transportation
Harry Y. Yehats
District Director
C/O Paul Svedersky
Office of Transportation Planning B
Caltrans District 4
P.O. Sox 23660
Oakland. CA 94623 -0660
( 510) 622 -1639
Response dated May 8, 2000
Response received May 11, 2000 via fax
9. Alameda County Flood Control and Water Conservation District (Zone 7)
Sal Segura
Environmental Document Coordinator
Water Supply Advanoe Planning
5997 Parkside Drive
Pleasanton, CA 94588 -5127
1925) 484 -2600
Response dated May 11, 2000
Response received May 15,000
10. California Regional Water Quality Control Board — S.F. Bay Region
Dale Bowyer
Supervisor -- South Bay Section
1515 Clay Street, Suite 1400
Oakland, CA 94612
(510) 622 -2300
Response dated May 22, 2000
Response received May 24, 2000
2
** TOTAL PAGE.10 **
M
Livermore- Amador Valley Ll(o
LAVWMA
e
Water Management Agency
.
April 21, 2000
F-
Mr. John H. Rennels, Jr.
San Francisco Bay Area Rapid Transit District
P.O. Box 12688
Oakland, CA 94604 -2688
and
Subject: West Dublin/Pleasanton BART Station Transit Village
Dear Mr. Rennels:
The %Livermore- Amador Valley Water Management Agency (LAVWMA) owns and
operates a pipeline within an easement on the BART property, may be purchasing a new
easement, and is planning to install a new pipeline adjacent to the existing line. Please
continue to forward all future environmental documentation to my attention for review.
Sincerely,
Vivian W. Housen, P.E.
-
General Manager
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i,
7051 Dublin Boulevard -P.O. Box 2945• Dublin, CA 94588 - Phone (925) - 828.0515 - Fax (925) - 828.490.7
A Joint Powers Agency — Uvermore — Pleasanton — Dublin San Ramon Services District
STATE OF CALIFORNIA
Governor's Office of Planning and Research
State Clearinghouse
Notice of Preparation
April 18, 2000
.. To: Reviewing Agencies
Re: West Dublin/Pleasanton BART Station and Transit Village
SCH# 2000042058
` C0 /
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�''fwa ',t3
Loretta L ,,-nch
DIRECTOR
Attached for your review and comment is the Notice of Preparation (NOP) for the West Dublin/PleasantonBART
` Station and Transit Village draft Environmental Impact Report (EIR).
Responsible agencies must transmit their comments on the scope and content of the NOP, focusing on specific
information related to their own statutory responsibility, within 30 days of receipt of the NOP from the Lead Agency.
This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely
manner. We encourage other agencies to also respond to this notice and express their concerns early in the
environmental review process.
Please direct your comments to:
John H. Rennels, Sr.
Bay Area Rapid Transit District
.800 Madison Street
P.O. Bog 12688
Oakland, CA 94604 -2688
with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number
noted above in all correspondence concerning this project.
If you have any questions about the environmental document review process, please call the State Clearinghouse at
(916) 445 -0613.
T S' erely,
Katie Shulte
Project Analyst, State Clearinghouse
Attachments
cc; Lead Agency
2400 TENTH STREET P.O. BOX 3044 SACRAJ2ENT0, CALIFORNIA 95812 -3044
916- 445-0613 Fax 916 323 }015 V'1[�.OP .CA.GOV CLEaRINGHOUSE.HTNIL
g' L
Gray Davis
GOVERNOR
..
STATE OF CALIFORNIA
Governor's Office of Planning and Research
State Clearinghouse
Notice of Preparation
April 18, 2000
.. To: Reviewing Agencies
Re: West Dublin/Pleasanton BART Station and Transit Village
SCH# 2000042058
` C0 /
m. v
`o
�''fwa ',t3
Loretta L ,,-nch
DIRECTOR
Attached for your review and comment is the Notice of Preparation (NOP) for the West Dublin/PleasantonBART
` Station and Transit Village draft Environmental Impact Report (EIR).
Responsible agencies must transmit their comments on the scope and content of the NOP, focusing on specific
information related to their own statutory responsibility, within 30 days of receipt of the NOP from the Lead Agency.
This is a courtesy notice provided by the State Clearinghouse with a reminder for you to comment in a timely
manner. We encourage other agencies to also respond to this notice and express their concerns early in the
environmental review process.
Please direct your comments to:
John H. Rennels, Sr.
Bay Area Rapid Transit District
.800 Madison Street
P.O. Bog 12688
Oakland, CA 94604 -2688
with a copy to the State Clearinghouse in the Office of Planning and Research. Please refer to the SCH number
noted above in all correspondence concerning this project.
If you have any questions about the environmental document review process, please call the State Clearinghouse at
(916) 445 -0613.
T S' erely,
Katie Shulte
Project Analyst, State Clearinghouse
Attachments
cc; Lead Agency
2400 TENTH STREET P.O. BOX 3044 SACRAJ2ENT0, CALIFORNIA 95812 -3044
916- 445-0613 Fax 916 323 }015 V'1[�.OP .CA.GOV CLEaRINGHOUSE.HTNIL
Document Details Report .
State Clearinghouse Data Base
SCH# 2000042058 .
Project Title West Dublin/Pleasanton BART Station and Transit Village
Lead Agency Bay Area Rapid Transit District
Type nop Notice of Preparation
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Description
The proposed project would include the completion of construction of the West Dublin /Pleasanton
Highways
BART Station approved by the BART Board of Directors as part of the Dublin /Pleasanton Extension
'
Airports
Project (DPX) on Febrary 8, 1990. The DPX project was evaluated in the December 1989
Railways
Dublin/Pleasanton Extension Project EIR (DPX EIR) certified by the BART Board on Febryary 8,1990.
Waterways
On Dublin parcel, a 240 -room hotel and 160 -unit residential building are proposed to be constructed.
ON
Schools
The hotel is proposed to be located closest to the freeway with 240 parking spaces. The residential
Land Use
portion of the development is proposed to be located furthest from the freeway and.would include 320
parking spaces located one -half level under the three -story residential building. In addition, a 600 -stall
parking garage for BART patrons is proposed to be constructed on this parcel. A pedestrian
overcrsssing would connect the BART parking garage to the BART station.
q
Lead Agency Contact
Aesthefic/Visual; Public Services; Water Quality; Noise; Air Quality; Landuse; Traffic/Circulation;
Namer
John H. Rennels, Jr.
Toxic/Hazardous; Other issues.
Agency
Bay Area Rapid Transit District
`
Phone
(510) 464 -6893 Fax
and Recreation; Department of Fish and Game, Region 3; Native American Heritage Commission;
email
Public Utilities Commission; State Lands Commission; Caltrans, District 4; California Highway Patrol;
Address
800 Madison Street
Air Resources Board, Transportation Projects; Department of Toxic Substances Control; Regional
P.O. Box -12688
Water Quality Control Board, Region 2; Caltrans, Division of Transportation Planning
City
Oakland State CA Zip 94604 -2688
Date Received
Project Location
County
Alameda -
x
City
Dublin, Pleasanton
Region
Cross Streets
Parcel No.
Township
Range Section Base
Proximity to:
Highways
Interstate 580
'
Airports
Railways
BART
Waterways
Dublin Creek, Arroyo de la Laguna, Alameda Creek and San Francisco Bay
ON
Schools
Land Use
General Plan Designation: City of Pleasanton - Retail/Highway /Service Commercial, Business and
Professional Offices; City of Dublin - Public/Quasi- Public Facility
Zoning: City of Pleasanton PUD -C-O (Planned Unit Development, Commercial and Office) and City of
Dublin 0-2 (General/Commercial District) and M-1 (Light industrial District)
Project Issues
Aesthefic/Visual; Public Services; Water Quality; Noise; Air Quality; Landuse; Traffic/Circulation;
Toxic/Hazardous; Other issues.
Reviewing .
Resources Agency; Department of Conservation; Office of Historic Preservation; Department of Parks
dl
Agencies
and Recreation; Department of Fish and Game, Region 3; Native American Heritage Commission;
Public Utilities Commission; State Lands Commission; Caltrans, District 4; California Highway Patrol;
Air Resources Board, Transportation Projects; Department of Toxic Substances Control; Regional
Water Quality Control Board, Region 2; Caltrans, Division of Transportation Planning
Date Received
04 /17/2000 Start of Review 04117/2000 End of Review 05/16/2000
Note: Blanks in data fields result from insufficient information provided by lead agency.
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01 GESTI0_ 1 121 _, -N-A, GF,_N A, CY i
t
AC Transit
Dircctor
Matt 11•iiliams
April 26 , 2000
Alameda County
Supen-isors
;
Mr. John H. Rennels, Jr.
Gail Steele
Scott xaggerty
z
San Francisco Bay Area Rapid Transit District
City of Alameda
P.O. Box 12688
Mavor
Oakland, CA 94604 -2688
Ralph Appezzatu
• Constuct 170,000 square feet of office with parking (3.3 stalls per 1,000 rentable
City of Albany
square feet) and a 400 -stall BART parking garage on the 7 -acre Pleasanton parcel.
Xlavor
SUBJECT: Comments on the Notice of Preparation of an Environmental Impact -
Pcgm•'ntotnsctt
Report for the West Dublin/Pleasanton BART Station and Transit Village._
BART
Dircctor
Pete Snyder
Dear Mr. Rennels:
City of Berkeley
County's 1999 Congestion Management Capital Improvement Program and the 1998
Councilmember
long -range Countywide transportation plan Transportation Vision 2018 and Beyond. -
Kris Worthington
Thank you for the opportunity to comment on the Notice of Preparation (NOP) of a
City of Dublin
Draft Environmental Impact Report for the West Dublin/Pleasanton BART Station and
Councilmember
Gcorge A. zilta
.
Transit Village Iocated. in the Cities of Dublin and Pleasanton. The proposed project is
city of Emeryville
located east of the I -580/1 -680 interchange, south of Dublin Boulevard, and north of
Councilmember Nora Davis
Stonerid a Mall Road. The project consists of the following components:
City of Fremont
`lawir
Gtts Morrison
• Complete the construction of the West Dublin/Pleasanton BART station in the
City
median of I -580 as approved by the BART Board of Directors on February 8, 1990.
of Hayward
Chairperson
• Constuct a 240 -room hotel (with 240 parking spaces), a 160 —unit residential
Mayor
Roberto Cooper
building (with 320 parking spaces), and a 600 -stall BART parking garage on the 10
City of Livermore
acre Dublin parcel.
Cotmber
ryum Vargas
• Constuct 170,000 square feet of office with parking (3.3 stalls per 1,000 rentable
City of Newark
square feet) and a 400 -stall BART parking garage on the 7 -acre Pleasanton parcel.
Councilmember
Susan Ba
The ACCMA respectfully submits the following comments:
City of Oakland nd
Comcilmember
Ltm
. The West Dublin/Pleasanton BART Station project is consistent with the Alameda
City of Pied moont
ut
(exntcilmrmbrr
County's 1999 Congestion Management Capital Improvement Program and the 1998
alrrir alat,grr
long -range Countywide transportation plan Transportation Vision 2018 and Beyond. -
City of Pleasanton
Vice Chairperson
A Diversified Strategy of Transportation Improvement for Alameda County. .
Couneilmembrr
Tnm Pico
The City of Pleasanton adopted Resolutions 92 -135 on July 7, 1992 and the City of
City of5an Leandro
�layot
Dublin adopted Resolution 120 -92 on September 28, 1992 establishing guidelines for
Shelia Youlre '
reviewing the impacts of local Iand use decisions consistent with the Alameda County
city of onion city
Congestion Management Program (CMP). Based on our review of the NOP, the
Marl; 41a «>;
proposed project appears to generate at least 100 p.m. peak hour trips over existing
Executive Director
conditions. If this is the case, the CMP Land Use Analysis Program requires that a
Denn6 R. Fay
IQ Q1 PRO A T'%W. AV ZT?Tr )7A .niv -T ANT riodrl)•AT4(1\r.•i:;ia, P Qr_):rn• riv.t;i(ft 2'Z f._•�1�:
F
I
Mr. John H. Rennels, Jr.
April 26, 2000
Page 2
Ll (03
traffic analysis of the project be conducted using the Countywide Transportation
Demand Model for Year 2005 conditions. Please -note the following paragraph as it
discusses the responsibility for modeling.
• The Countywide Model has been updated to Projections '98 for base years 2005 and
2020. The CMA Board amended the CW on March 26h, 1998 so that local
jurisdictions, including BART, are now responsible for conducting the model runs
themselves or through a consultant. The Countywide model is available to the -local
jurisdictions for this purpose. A Countywide Model Agreement has not been signed
between BART and the ACCMA. Before the BART or its consultant can use the
model, a model agreement must be signed. An agreement was sent to Mr. Malcolm
Quint on December 28, 1998. Another agreement can be re-issued upon request.
• Potential impacts of the project on the Metropolitan Transportation System (MT S)
need to be addressed. (See 1999 CUP Figures E-2 and E -3, pages ix. and x and
Figure 2, pages 10-12). The DEIR should address all potential impacts of the project
on the MTS roadway and transit systems. These include 1-580, 1-680, Dublin
Boulevard, San Ramon Road, Tassajara Road, Dougherty Road, Foothill Road,
Hopyard Road, and Stoneridge Drive as well as BART and LAVTA. Potential
impacts of the project must be addressed for 2005 and 2020 conditions. Please note
that the ACCMA does not have a policy for determining a threshold of significance..
Rather, it is expected that professional judgment will be applied to determine project
level impacts.
• Justification for any trip generation assumptions that depart from the standard trip
generation eneration rates in the ITE Trip Generation Handbook should be documented in the
EIR.
The CMAI requests that there be a discussion on the proposed funding sources of the
transportation mitigation measures identified in the environmental documentation.
The CUP establishes a Capital Improvement Program (See 1999 CNT, Chapter 7)
that assigns priorities for funding roadway and transit projects throughout Alameda
County. The improvements called for in the DEIR should be consistent with the
CMP CIP. Given the limited resources at the state and federal, levels, it would be
speculative I to assume funding of an improvement unless it is consistent with the
project funding priorities established in the Capital Improvement Program (CIP) of
the CN4P, the federal Transportation Improvement Program (TIP), or the adopted
Regional Transportation Plan Therefore, we are requesting that the
environmental documentation include. a financial program for all roadway and transit
improvements.
Z/
Mr. John H. Rennels, Jr.
April 26, 2000
Page 3
• The adequacy of any project mitigation measures should be discussed. On February
25, 1993 the CMA Board adopted three criteria for evaluating the adequacy of DEIR
project mitigation measures:
✓ Project mitigation measures must be adequate to sustain CMP service
standards for roadways and transit;
✓ Project mitigation measures must be fully funded to be considered adequate;
✓ Project mitigation measures that rely on state or federal funds directed by or
influenced by the CMA must be consistent with the project funding priorities
established in the Capital Improvement Program (CIP) section of the CMP or the
Regional Transportation Plan (RTP).
It would be helpful to indicate in the DEIR the adequacy of proposed mitigation
measures relative to these criteria. In particular, the DEIR should detail when
proposed roadway or transit route improvements are expected to be completed,
how they will be funded, and what would be the effect on LOS if only the funded
portions of these projects were assumed to be built prior to project completion.
• Potential impacts of the project on CMP transit levels of service must be analyzed.
(See 1999 CMP, Chapter 4). Transit service standards are 15 -30 minute headways
for bus service and 3.75 -15 minute headways for BART during peak hours. The
DEIR should address the issue of transit funding as a mitigation measure in the
context of the CMA's policies as discussed above.
• The DEIR should consider demand - related strategies that are designed to reduce the
need for-new roadway facilities over the long term and to make the most efficient use
of existing facilities (see 1999 CMP, Chapter 5). While a portion of the project is the
development of a BART station,. it also contains a land development element.
Therefore, the DEIR could consider the use of TDM measures, in conjunction with
roadway and transit improvements, as a means of attaining acceptable levels of
service. Whenever possible, mechanisms that encourage ridesharing, flextime,
transit, bicycling, telecommutirig and other means of reducing peak hour traffic trips
should be considered. Street layout and design strategies would foster pedestrian
and bicycle connections and transit- friendly site design should also be considered.
The Site Design Guidelines Checklist may be useful during the review of the
development proposal. A copy of the checklist is enclosed.
We have been asked to inform you about the sucoess of the Financial Incentives
Program and the Guaranteed Ride Home Program, both of which are supported by
the ACCMA. Employee oriented financial incentive programs, such as parking
cashout programs, have proven to be successful in encouraging solo drivers to
choose other commute alternatives. We would like you to consider applying the .
Financial Incentive Program as part of the conditions of approval and/or developer
r
�f cod
Mr. John H. Rennels, Jr.
April 26, 2000
Page 4
agreements as a way to reduce congestion. The Guaranteed Ride Home Program,
sponsored by the ACCMA., ensures that any carpooler or transit rider at participating
--
worksites can get home in case of an emergency.
• For projects adjacent to state roadway facilities, the environmental document should
address noise impacts of the project. If the DEIR finds an impact then mitigation
measures(i.e., soundwalls) should be incorporated as part of the conditions of
approval of the proposed project. It should not be assumed that federal or state
funding is available.
Once again, thank you for the opportunity to comment on this Notice of Preparation.
Please do not hesitate to contact me at 510/836 -2560 bxt. 13 if you require additional
information.
E
Sincerely,
Beth Walukas
Senior Transportation Planner
cc: Jean Hart, Deputy Director
file: CMP/Environmental Review Opinions - Responses - 2000
b
17'
p
figg.
171
K
`f (zc 8
Design Strategies Checklist
for the
Transportation Demand Management Element
of the.
Alameda County CMP
The Transportation Demand Management Element included in the 1995 Congestion
Management Program requires each jurisdiction to comply with the "Required Program".
This requirement can be satisfied in three ways: 1) adoption of "Design Strategies for
encouraging alternatives to auto use through local development review" prepared by ABAG
and the Bay Area Quality Management District; 2) adoption of new design guidelines that meet
the individual needs of the local jurisdictions and the intent of the goals of the TDM Element
or 3) evidence that existing policies and programs meet the intent of the goals of the TDM
Element.
For those jurisdictions that have chosen to satisfy this requirement by Option 2 or 3 the
following checklist has been prepared. In order to insure consistency and equity throughout
the County, this checklist identifies the components of a design strategy that should be
included in a local program to meet the minimum CMP conformity requirements. The
required components are highlighted in bold type and are shown at the beginning of each
section. A jurisdiction must answer Yes .to each of the required components to be considered
consistent with the CMP. Each jurisdiction will be asked to annually certify that it is
complying with the TDM Element. Local jurisdictions will not be asked to submit the back -up
information to the CMA justifying its response; however it should be available at the request
of the public or neighboring jurisdictions.
Questions regarding optional program components are also included. You are encouraged but
not required to answer these questions. ACTAC and the TDM Task Force felt that it might be
- useful to include additional strategies that could be considered for - implementation by each
jurisdiction.
CHECKLIST
Bicycle Facilities
Goal: To develop and implement design strategies that foster the development of a
countywide bicycle program that incorporates a wide range of bicycle facilities to reduce
vehicle trips and promote bicycle use for commuting, shopping and school activities. (Note:
examples of facilities are bike paths, lanes or racks.)
r_
Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 1
order to be found in compliance vrith the Congestion Management Program. St;
F_ Local Responsibilities:
41a. In order to achieve the above goat, does your jurisdiction have design strategies or
adopted policies that include the following:
41a.1 that provide a system of bicycle facilities that connect residential and/or
i ; non- residential development to other major activity centers?
Yes No
la.2 bicycle facilities that provide access to transit?
Yes No
' la -.3 that provide for construction of bicycle facilities needed to fill gaps, (i.e. gap
closure), not provided through the development review process?
Yes No
1a.4 that consider bicycle safety such as safe crossing of busy arterials or along bike
trails?
Yes No
la.5 -that provide for bicycle storage and bicycle parking for(A) multi - family
residential and /or (B) non - residential developments?
Yes No
4 1b. How does your jurisdiction implement these strategies? Please identify.
Zoning ordinance
Design Review
Standard Conditions of Approval
Capital Improvement Program
k Speck Plan
Other
k- Pedestrian Facilities
Geal: To develop and implement design strategies that reduce vehicle trips and foster walking
for commuting, shopping and school activities.
7 Local Responsibilities
i;
42a. In order to achieve the above goal, does your jurisdiction have design strategies or
adopted policies that incorporate the following:
42a.1 that provide reasonably direct, convenient, accessible and safe pedestrian
connections, to major activity centers, transit stops or hubs parks /open space and
other pedestrian facilities?
Yes No
Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 2
order to be found in compliance with the Congestion Management Program.
42a.2 that provide for construction of pedestrian paths needed to fill gaps, ( i.e.
gap closure), not provided through the development process?
Yes No
2a.3 that include safety elements such as convenient crossing at arterials?
Yes No
2a.4 that provide for amenities such as lighting, street trees, trash receptacles that
promote walking?
Yes No
2a.5 that encourage uses on the first floor that are pedestrian oriented, entrances that
are conveniently accessible from the sidewalk or transit stops or other strategies that
promote pedestrian activities in commercial areas?
Yes No
42b: How does your jurisdiction implement these strategies? Please identify.
Zoning ordinance
Design Review, such as ADA Accessibility Design Standards
Standard Conditions of Approval
Capital Improvement Program
Specific Plan
Other
Transit
Goal: To develop and implement design strategies in cooperation with the appropriate transit
agencies that reduce vehicle trips and foster the use of transit for commuting, shopping and
school activities.
`_Local Responsibilities
3a. In order to achieve the above goal, does your jurisdiction have design strategies or
adopted policies that include the following:
43a.1 provide for the location of transit stops that minimize access time,
facilitate intermodal transfers, and promote reasonably direct, accessible,.
convenient and safe connections to residential uses and major activity centers?
Yes No
e
Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 3
order to be found in compliance with the Congestion Management Program.
a
43a.2 provide for transit stops that have shelters or benches, trash receptacles,
N street trees or other street furniture that promote transit use?
Yes No
43a.3 that include a process for including transit operators in development
' review?
Yes No
3a.4 provide for directional signage for transit stations and /or stops?
Yes No
3a.5 that include specifications for pavement width, bus pads or pavement structure,
length of bus stops, and turning radii that accommodates bus transit?
r
Yes No
43.b ' How does your jurisdiction implement these strategies? Please identify.
Zoning ordinance
Design Review
Standard Conditions of Approval
Capital Improvement Program
• Specific Plan
Other
Carpools and Vanpools
a
Goal: To develop and implement design strategies that reduce the overall number of vehicle
-trips and foster carpool and vanpool use.
Local Responsibilities:
4a. In order to achieve the above goal, does your jurisdiction have design strategies or
adopted policies that include the following:
4a.1 For publicl y owned parking garages or lots, are there preferential parking spaces
and /or charges for carpools or vanpools?
Yes No
4a.2 that provide for convenient or preferential parking- for carpools and vanpools in
non- residential developments?
Yes No
Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 4
i order to be found in compliance with the Congestion Management Program.
4.b How does your jurisdiction implement these strategies? Please identify.
Zoning ordinance
Design Review
Standard Conditions of Approval
Capital Improvement Program rr
Specific Plan
Other
Park and Ride
Goal: To develop design strategies that reduce the overall number of vehicle trips and provide
park and ride lots at strategic locations.
Local Responsibilities:
5a. In order to achieve the above goal, does your jurisdiction have design strategies or
adopted policies that include the following:
5a.1 promote park and ride lots that are located near freeways or major transit hubs?
Yes No
5a.2 a process that provides input to Caltrans to insure HOV by -pass at metered
freeway ramps?
Yes No
5b. How does your jurisdiction implement these strategies? Please identify.
Zoning ordinance
Design Review
Standard Conditions of Approval _
Capital Improvement Program
Specific Plan
Other
Note: Bold type face and 4 indicate those components that must be included the "Required Program" in 5
order to be found in compliance with the Congestion Management Program.
F-ov, COMMUNITY DEVELOPMENT AGENCY- ADMIN. (THU) 5. 4'00 13:07/ST. 13:000.4 6223055E P 2
47..3
I �., h Martinelli
Agency Direcra
Patrick Cashman
�Pro)ecr Dlmmr
.,, 274
°st Winton AvenuP.
Room 151
Hayward
California
94.1,44 1215
phone
510.670: 400
k- fax
510.570.6529
www.
arnedaxa.us/eda
r
F
t
ALAMEDA COUNTY COMMUNITY DEVELOPMENT AG1~ 4CY
SURPLUS PROPERTY AUTHORITY
May 4, 20W
John Rennels, Jr.
BART
P.O. Box 12688
800 Madison Street
Oakland, CA 94604
Sent Via FAX 510 -464 -7583
Dear Mr. Rennels:
We have reviewed the Initial Study prepared by EDAW for the West
Dublin/Pleasanton BART station and transit village Draft Supplemental E .Z, and
have the following comments:
The Project Description (page 4) states that the proposed project assumes • lot an
additional 500 spaces will be provided at the East Dublin/Pleasanton static i to
compensate for a reduction to 1,000 at the West Dublin BART station. A: you are
aware, BART and the Alameda County Surplus Property Authority have a•
agreement to provide the additional 500 spaces at the East Dublin/Pleasan )n station,
but these additional spaces are contingent on the successful entitlement art t
development of the Transit. Center being proposed by BART and the Auth: rity at the
East Dublin/Pleasanton station. The EIR should address the connection by ween
these two stations, and address the potential impacts of no additional park.. ig being
provided at the East Dublin station due to a failure to develop the propose Transit
Center.
On page 28, the Initial Study erroneously states that the proposed apartme t building
will be in Pleasanton. As stated in the Project Description, the apartmMUS will be in
Dublin_ The EIR needs to discuss the impacts to Dublin schools and park that will
potentially result in this development. Specifically, the Dublin Unified Sc tool
District and the City of Dublin have mitigation fee programs in place that wire
payment by all new development. The EIR should address whether or not -he
proposed project will contnbute to these fee programs, and if not, what of., er form of
mitigation is proposed.
PROM COMMUNITY DEVELOPMENT AGENCY- ADMIN.
(THU) 5. 41"00 13:07/ST. 13:06/NO. 4 62230556 P 3
John Rennels
May 4, 2000
Page 2
Thank you for the opportunity to comment on the Initial Study. We look forward. to n xivi,ng a
copy of the Draft EIR when it is released.
Sincerely,
Cook
Project Planner
cc: Adolph Martinelli
Pat Cashman
• ITT
Hand Delivered"
-May 4, 2000 i
1 X V E S'T 1N i N.T S,.
x Mr. John H. Rennels, -Jr.
San. Francisco Bay'Area Rapid. Transit District -St.MichaelInvestments-
- P.O. Box 12688.800 Madison Street -
Oakland,. CA 94604 -2688 ' 6670Amador Plaza Rd
Dublin, CA 94568
Re : Initial Study ''Comments,"..
1 _ West..Dublin 1 "Pleasanton Phone 925.828.8423
BART Station and. Transit -Village.
Dublin,' C A , . fax 925.833.0886
Dear Mr: Rennels,'
St. Michael- Investments -has ownership interest in the following •buiti#g's'located at
:. 6401 Golden Gate .Drive
- 73500 Dublin Blvd..
- .-7460 Dublin Blvd:
i 6780--.Amador" Plaza Road
- 6701 '•.Amodor -Plaza Road
6694 '.Amador Plaza Road
- 6698..Amador`.Plaia :Road
Vl/e have had a chance'to revieiiv•the' Initial'Study. for.the• above - referenced project
dated April 11, 2000 and have•the following comments and concerns
1:) Traffic. Related Issues
a.) H.ow many .daily car' trips are :anticipated as a' result of the
pr`ol osed development: ?
b.) What are the' effects of the proposed development on the
intersections. of- St.. Patrick Way and Amador. Plaza' Roa& and the
intersection of Dublin' Blvd and 'Amador •Plaza .Road ? -
' . c:) Y01,11 "your traffic model` include, adding. an- additional right
turn lane from Amador Plaza .Road ' onto Dublin. Blvd ?
d.) Will- your model- include the extension* of St." Patrick * Way. to ,
Regional Drive
c.) Will •your- traffic model, take into account the -peak traffic
generated from the on and off ramp currently under. construction
d.) Has ' the traffic consultant been selected for this. project..?
-- e.) What other potential additional .land. uses (6407 •Golden , ;
Gate Drive) will be'-assumed. in the* traffic model ?
r-
.7-7
a WRITTEN COMMENTS
BAY AREA RAPID TRANSIT DISTRICT
WEST DUBLIN/PLEASANTON BART STATION AND TRANSIT VILLAGE
EIR SCOPING SESSION
~ I would like to have the following issues addressed in the West Dublin/Pleasanton BART Station
and Transit Village Environmental Impact Report: (please print)
Name: R0� -e„� Mp6 �ZS— L(g� -13g 7
Address: -vk
Comment ..
�P PAL toxA aC'CeSS � !: G{ 0y, Gt\ ."-Q 0kAe
l f� d -kw 0 1 E> V1 e a U' e-& lz CIV- 6�- -Acts"
4 , .
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f
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'�o AI1.P SOu av1J 11i ee Vey' cz W� r' kOC +- CQt %oC [kTo
c� tckt
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FF
There will not be a written response to these comments. However, all comments will be
F considered in preparation of the Draft EIR.
�ti
v
Vinston H. Hickox
'ecretary for
:nvironmental
' rotection
May 4, 2000
Department of Toxic Substances Control
Edwin F. Lowry, Director
700 Heinz Avenue, Bldg. F. Suite 200
Berkeley, California 94710 -2721
John H. Rennels, Jr.
Bay Area Rapid Transit District
800 Madison Street
P. O. Box 12688
Oakland, California 94604 -2688
Dear Mr. Rennels:
Gray Davis
Governor
Thank you for the opportunity to comment on the Notice of Preparation of a
Supplemental Environmental Impact Report for West Dublin /Pleasanton Bart Station
and Transit Village (SCH # 2000042058). As you may be aware, the California
Department of Toxic Substances Control (DTSC) oversees the cleanup of sites where
hazardous substances have been released pursuant to the California Health and Safety
Code, Division 20, Chapter 6.8. As a potential resource agency, DTSC is submitting
comments to ensure that theenviron mental documentation prepared for this project to
address the California Environmental Quality Act (CEQA) adequately addresses any
required remediation activities which may be required to address any hazardous
substances release.
The project description does not include a description of the property's past uses, (only
properties in the vicinity) without this information we are unable to determine whether
-hazardous substances may have been released into the -soil at the Site. We strongly
recommend that a historical assessment of past uses be done. Based on that
information, sampling may need to be conducted to determine whether there is an issue
which will need to be addressed in the CEQA compliance document. If hazardous
substances have been released, they will need to be addressed as part of this project.
Thank you in advance for your cooperation in this matter.
Sincerely,
Barbara J. Cook, P.E., Chief
Northern California = Coastal Cleanup
Operations Branch
California Environmental Protection Agency
® Printed on Recycled Paper
QSP 99 25 =5e
F
4J' + +i1AY.11.X300 " 4 e 4aPM-- - -BRRT REAL ESTATE 5ER NO. 137 P. 3
ST►+ ►� -W roraasyoatTtanin=inccY
DEPARTMENT OF TRANSPORTATION
P D=23M
OAKLAND, CA 0401 96W
Tit (5+) 2664Q4
�sY 161Q> 486�t6
TOD (3iD) 286.i15d
May 8, 20M
ALA- 580 -20.72
File #ALA580629
Mr. John 11 Rennels, Jr,
Senior Real $state Officer
San Francisco Bay Area Rapid Transit District
P.O. Box 12688 800 Madison Street
Oakland, CA 94604 -2688
Dear Mr. Rennels:
Notice of Preparation (NOP) and Initial Study (1i,S)- West DublinMleasanton BART Station
and Transit village
Thank you for including the Californda Department of Transpattation (Caltrans) in the early
stages of the environmental review process for the above- refermeed project. We have reviewed
the Notice of Preparation and Initial Study, and have the following comments to offer.
Our primary concern. with the project is the Potentially significant impact it win bove to traffic
volume and congestion. In order to adequately address our concerns regarding the operation of
Interstates 580 and 680, please ensure the following information is provided in the environmental
document:
a. IaformadOn on the project's traffic impacts in terms of trip generation, distribution, and
assignment. The assumptions and methodologies used in compiling this information
should be addressed.
b. Average Daily Traffic (AW) and AM and PM peak hour volumes ou all significmtly r
affected streets and highways, including crossmads and controlling intersections,
`c. Sch0matic illustration of the traffic conditions for: x) existing, 2) existing plus project,
and 3) cumulative. Calculation of cumulative: traffic volumes should consider all traffc -
generafma developments, both existing and future, that would affect the facilldw. being
evaluated
d Mitigation measures that consider highway and non highway iaapmventents and services.
Sp=al attention should be given to the development of alternative solutions to
circulation problems which do not rely on increased highway construction.
e. All mitigation mea=ns proposed should be fully discussed including financing,
schedoling, implementation responsfbilities, and lead agency monitodgs
r
7
lk=nds
May 8, 2000
Page 2
` For infomnation purposes, the I- 58011 -680 interchange currently under �,onstniction will provide'
new access to BART's facility in Dublin.. The iatterchaage project will add on and off -ramps to
I -5$0 southbound and ar. on -ramp to I-fi80 torthbound, Anew street t=ed St. Patrick Way will
provide direct access between these on and off -ramps and BARrs facility, Please see the
attached plan. Completion of ennstruction is anticipated to be in the summer, 2001.
The la3rout of BART's facilities in both Dublin and Pleasarzon, and the pedestrian overcrossings
above 1-580 should be compatible with Caltrans' ultimate plan for a four -level sway -to-
t-- freeway interchange at the 1 -58011 -680 junction.
,
On Page 4, paragraph 4, it is not clear when and how the 3100 parkin; spaces would be provided
at the East Dublin/Pleasanton station. The Initial Study states that there pre currently 2612
spaces. Please clarify.
We look forward to .reviewing the Draft Envisontnentati Impact Report (DER) for axis project.
Whoa the do===t is complete, please smd two copies to:
Patti Svedersky
Office of Transportation Planning B
Caltrans, District 4
P.O. Box 23664
Oakland, CA 94623-OW
Should you require further information or have any questions regarding this letter, please cO
. Paul. Svedmky of my staff at (5 10) 622 -1639.
Sincerely,
HARRY Y. YAHATA
District Director
By rip
JEAN C. It,. FDMY
District 13r8 6 Chief
IGR10EQA
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Received: 5/17/00 2:40PM;
MAY 17 '00 14:54 FR LAND
415 982 2043 -> EDAW,INC ; Page 2 41n
415 982 2043 TO 19164145850 P.02iO3
ALAMEDA COUNTY FLOOD CONTROL AND WATER CONSCAVATION D18TRJ-
4887 PARKSIDE DRIVE 41 A�6ASa»7ON, CALIFORNIA 94-.89 -7:27 ?tipne (925) :8+�.Tu00 cac (82g) 4�j -39
May 11, 2000
Mr. John H. Kennels, Jr.
San Francisco Bay Area Rapid Transit District
P.O. Boy: 12688
800 Madison St..
Oakland, CA 94604 -2686
Re: Notice of Preparation of DEIR - West Dublin BART Station
Dear Mr. Rentals:
Zone 7 has reviewed the above - referenced CEQA docuz-ent subm itted to
ou_ office. Zone 7 is hereby submitting comments to the notice of
preparation in the area of T-lood Control as follows.
FXocd Control:
Under Section 1.2, project Description, the proposed project's
Pedestrian ovexcrossir_g crosses over Dublin creek, Line T, which is
owned and Mai= stained by Zone 7. Any construction directly aver the
xeach, might interfere with channel operations. Mitigation should
address post- construction cleanup la the channel, should there be any
impacts.
Under the environmental checklist fcr Hydrology and Wate_
Quality,
lie-i a, it is indicated that a Sto=water Pollution PrevanttionPlan
would be imp?MMOnted to "minimize soil runoff frcm active constx-uction
areas." Impacts to tr_a flood con.,
also be evaluated. rol faci.',ity from post - construction
Under the environmental checklist for Hydrology and Water Quality,
Item f, it was noted that "mitigation measures were developed to
minimize water quality impacts assoclatsd with site development.'
I,npacts to the flood control facility from post - construction should
also be evaluated.
1!
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Received: 5/25100 8:48AM; 415 982 2043 -> EDAW,INC ; Page 2 �� E
MAY 25 '00 09:03 FR LAND 415 982 2043 TO 19164145850 P.02i10 t1J
Callifornla Regional Water Quality Control Board
San Francisco Bay Eegron
VP M011)L i< &OZ law rM A tmp: /Ac WWWr4e&VV Gerry Davis �
$eue(Mfir 11'.9( aySff"%Suits 14000sW **00iWa 94612 Governor
F.,rrlroxmegtot Phwe(SI0) 01-230D - FAXJ510) 622.2460
houeft o
Ivir. John X Rennels, Jr.
Bay Area Rapid Transit District
80 Madison Street
P.O. Box 12688
Oaldand CA 94604 -2688
Date: PLAY 2 2 2040
File No.: 2000042058
Re: West Dublin/Pleasanton BART Station and Transit Village
Dear Mr. RaraleI9:
We have received the above referenced Initial Study and off=- the following comments with
which the Regional Water Quality Control Board (RWQCB) is boncernbd.
The purpose of the project is to subdivide the approximately 17 -acre property, located in the
cities of Dublin cad Pleasanton in Alameda County, into a transit village comprised of -a 24().
room. hovel, 160 -unit residential building, 170,000 square root office building, two parking
garages totaling 1,000 stalls, and additional surface parking.
The proposed development would disturb more than five acres of land during construction, It
must be covered tinder the State NMES Geaeml Permit for Discyarges of Stom Water
Associated with Const metion Activity (General Pemut). This can be accomplished by filing a
Notice of Intent (NOI) with the State Water Resources Control Board, Division of Water Quality.
Copies of the General Permit and NOI can be obtained from the State Board's web page,
www.swrcb,ca.aov, or by contacting the Board at (S 10) 622 -2494. The project sponsor must
propose and implement cou =l mea=es that arc consistent with the Oeneral Permit and with the
recommeudations and policies of the local agency and the RWQCB.
As the Initial Study does cot include detailed information regarding construction, he
environmental impacts of the project, or proposed nutigation, Regional Board Staffare unable to
offer more specific comment at this time. However, I have attached a copy of our General
Comments, which discuss the Regicaal Board's area of responsibility, and which should help
guide in the preparation of further CEQA doewnentation.
Board staff believe there will be impacts to storm water quality and the beneficial uses of waters
of the State resulting from the proposed project, which would cover a substan ia? portion of the
California Environmental Protecrlon Agency ,o
L!
7,
Received: 5 / "L5 /UU U:4'JAM;
MAY 25 '00 09:03 FR LAND
�i
Mr. John Hr Rennels, Jr.
V1� BOG LV't✓ -� ✓ ✓r�rra..v ��� -�
415 982 2043 TO 19164145850
-2-
P. 03/10
File No.: 200004058
F
t presently unpaved site with pavement; structures, or other iuzpervious surfaces. The impacts,
wbich could result from this project include the discharge of pollutants associated %vi *.h noupoint
' and point source urban ruuofifrom the sift. Staff recommend tbat you incorporate appropriate
design measures (c.& permeable concwte, unit pavers, etc) and tre.B.tmer t controls (c.g. grassy
swales, water retention basins, etc.) to effectively address these impacts. Regional Board staff
highly encourage the lead agency !o obtain a cagy of "Start at the Source," a design guidsace
Y =manual for storm water quality protection, which provides innovative ways of designing
stntctures, parking lots, drainage systems, and landscaping. This manual may be obtained at
most cities' planning departments or by calling Forbes Press, which is distributing the manual for
the Bay Area Stormwater Management Agencies Association, at 1- 800 - 773 -7247.
° If you have any questions, please contact Lake Bowyer at (510) 622 -2323, or Maggie Robinson
at (510) 622 -2505.
1 01Q--�
Received: 5/25100 8:49AM; 415 982 2043 -> EDAW,INC ; Page 4
MAY 25 '00 09:03 FR LAND 415 982 2043 TO 19164145850 P.04i10
Mr- John R Rennels, Jr. -3, File No.: 2000042058
Geuerzl Comments
The San Francisco Regional Water Quality Como! Board (Regional Board or RWQCB) :s
charged with the protection of the Waters of the State of California in the San Francisco Bay
Region. including wetlands and storrawater quality. The Regional Board is responsible for
administerhig the regulations established by the Federal Clean Water Act. Additionally, the
California Water Code establishes broad state authority for regulation of water quality. The Sari
Francisco Bay Basin Water Quality Control flan (Basin Plan) explains the Regional Board's
strategy for regulating water quality. The Basin Plan also describes the range of responses
available to the Regional Board with regard to actions and proposed acticnts that degrade or
potentially degrade the beneficial uses of the Waters of the State of California.
NPDFZ
The Federal National Pollutant Discharge Elimination System (NPDZ -S) Program, established by
the Clean Water Act, which conbols and reduces pollutants to water bodies from point and
nonpoint discharges, regulates water quality degradation. In California, the program is
administered by the California Regional. Water Quality Control Boards. The Regional Board
issues NPDBS permits for discharges to water bodies in the San Francisco Bay Area, including
Mm- ticipal (area- or cotmty- -wide) Stormwater Discharge Permits.
Projects distur'ving more than five acres of land during construction crust be covered under the
State NPDES General Permit for Discharges of Storm Water Associated with Construction
Activity (General Permit). This can be accomplished by filing a Notice of Intent with the State
Water Resources Control Board. An NOI and the General Permit can be obtained 4om the
Board at (510),622,-2300. The project sponsor must propose and implement control measures
that are consistent with the General Permit and with the recommendations and policies of the
locall agency and the RWQCB_
Projects that include facilities with discharges of Storm Water Associated with Industrial
Activity must lie covered under the State NPD'ES General Permit for Discharges of Storm Water
Associated with Industrial Activity. This may be accomplished by filing allotiee of Intent. The
project sponsor must propose control measures that are consistent with Us, and with
recommendations• and policies of the local agency and the RWQCB. In a few cases, the project
sponsor may apply for (or the RWQCB may require) issuance of an individual (industry- or
facility- specific) permit.
The RWQCB's Urban Runoff Management Program requires Bay Area municipalities to
develop and implement storm water management plans (SWMPs). The SWI%es must include a
prog = for implementing new development and eonsmiction site storm water quality controls.
The objective of this component is to ensure that appropriate measures to control pollutants from
M
C
7
MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.05/10 C %
_Ax. John H. Re=cls, Jr. -4, File No.: 2000042058
new development are: considered during t1w planning phase, before construction oegius;
bnpimnentod during the construction phasd; and maintained after construction, throughout the
life of the project.
Storm Water Quality Control
Storm water is the major source of fresh water to creeks and watcr�ays_ Storm► water quality is
-- affected by a variety of land uses and the pollutants generated by these activities. Development
and construction activities cause both site - specific' and cumulative water quality impacts. Water
quality degradation may ocean during construction due to discharges of sediment, chemicals, and
wastes to nearby storm drains or creeks, Water quality degradation may occur after construction
is complete, due to discharges of petroleum hydrocarbons, oil, grease, and metals from vehicles,
l " pesticides and fertilizers from landscaping, and bacteria from pets and people. Runoff may be
concentrated and storm water flow increased by newly developed impervious surfaces, which
will mobilize and transport pollutants deposited on these surfaces to storm drains and creeks.
Changes in runoff quawdty or velocity may cause erosion or siltation in streams. Cumulatively,
these discharges will increase pollutannt loads is creeks and wetlands within the local watershed,
and ultimately in San Francisco Bay.
i'
To assist municipalities in the Bay Area with complying with an area -wide NPD)S Municipal
Storm Water Permit or to develop a Baseline Urban Runoff Program (if they are not yet a co-
permittee whiz a Municipal Stone Water Permit), the Regional Board distributed the Stag'
Recommendations for New and Aedevelopment Control for &GFm Maier Programs
i^ (Recommendations) is April 1994. The Recommendations describe the Regional Board's
expectations of municipalities in protecting storm water quality from impacts due to new and
redevelopment projects, . including establishing policies snd requirements to apply to
development areas and projects; initiating appropriate planning, review, approval, and inspection
& procedures; and using best management practices (BMPs) during construction and post -
construction.
0
Project impacts should be minimized by developing and implementing a Stone Water Pollution
preveiitior_ Plan ( SWPPP). A SWPPP is requited by the State Consw=tion Storm Water
General Permit (General Permit). The SvVPPP should be consistent with the terms of the
General Permit, the Manual of Standards for Erosion & Sedimentation Control Measures by the
Association of Bay Area Governments (ABAG), policies and recommendations of he local
urban runoff program (city' an&gr county), and the Recommendations of the RWQCB. SWPPPs
should also be required for projects that may have impacts, but which are not required to obtain
as NPDES permit. ?reparation of a SWPPP should be a condition of development.
Implementation of the SWPPP should be enforced during the oonstrsetion period via appropriate
options such as citations, stop work orders, or vrithholding occupancy permits,
Received: 5/25/00 8:50AM; 415 982 2043 -> EDAW,INC ; Page 6
MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.06i10 g$
N1r, John H. Rcnnels, J r . - 5 - File No.: 2000042058
Impacts idm-Aified should be avoided and minimized by developing and impiementi & the types
of controls listed below. Explanatiom of the controls are available in the Regional Board's
construction Field Manual, available from Friends of the San Francisco Estuary at (510) 28$-
0924, in BASMAA's Start at the Source, and in the California Storm Water Best Management
Practice Handbooks.
Site Planning
The prof ect should minimize impacts from project development by incorporating appropriate site rrl
planning concepts. This should be accomplished by designing and proposing site planning
options as early in the project planning phases as possible. Appropriate site planning concepts to
include, but are riot Limited to the following:
• Pl+.,ase eonst Notion to limit areas and periods of impact.
• Minimize directly connected impervious areas.
• Preserve natural topography: existing drainage eouraes and existing vegetation.
• . Ueato construction and structures as far as possible -from screams, wetlands, drautage areas,
etc.
• Provide undeveloved, vegetated buffer zones between development and streams, wetlands,
drainage areas, etc.
• Reduce paved area through cluster development, narrower streets, use of porous pavement
and /or retaining natural surfaces.
• Minimize the use of gutters and curbs, which concentrate and diroct runoff to impermeable
surfaces.
• Use existing vegetation and create new vegetated areas to promote infiltration.
• Design and lay out communities to reduce reliance on cars.
Include green excas for people to walk their pets, thereby reducing build-up of bacteria,
worms, viruses, nutrients, ex. in impermeable areas, or institute ordinances requiring ov mers
to collect pets' excrement.
• •Incorporate low maintenance landscaping,
• DesiV, and lay out streets and storm drain systems to facilitate easy maintenance and
cleaning.
• Consider the need for runoff collection and treatmem systems.
• Label storm dtxinns to discourage dumping of polIum is into them
Erosion
The project should minimize erosion and , control sedirnent durkg and after construction .
Developing and implementing an erosion control plan, or equivalent plan should do this. This
L]
IN
Recelvea: 5/25/00 8:50AM; 4lb 'J-uL GV43 -� tu.•avv,tiv�: ; rage i
MAY 25 '00 09:04 FR LAND 415 982 2043 TO 19164145850 P.0 7/10
84 ... e0vfj -
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.6-
all conuolnessuxes that will be
' the SydppY. The plan sbaul3 sp t,' ft
%llowin8=
plan should be includes a ed to be used, inebdm& but cot li nited
used or which are a P
' . Limit access rouges and stabilize access points., with seedi.�g,
mulching, or other effective
Stabiiize denuded aYCas as soon possible
1 rive
s sediment barriers, or other c'f�Cc
adjacen# properties with vegetative buffer strip ,
methods• sensitive areas, VeSe:4tian and draina
setbac?cs, ge
Delineate cl,W,A$ limits'
• courses by ma i&i them in t~'le field• ornzy couveyance cl is and outlets
revert erosion from tern' water generated br dcwatsYSng
Stabilize and p tion to remove sedimentrmmwater settlinb basins will often
LTsc sediment controls and coon. For large sites,
or collected on -site during cons
Jj
be necessary.
errant
Cbemieal s nd' ", Manag
is from chemicals and wastes used of or sreattof cone
impacts P and irnplemer -ftg a plan
The project should tninirni P develo developing a plan should
canstructior�. Tktis should be done by including, but
Ian or control measures Sh °uld be included iri the SWppF. Th P
measures. The P es that will be used or which are aa�ticipated to be used.
specify all control rieasur
not limited to, the following: or storm d "' for stvragE,
eciho areas of the site, awn;' from s products, and wastes•
Designate SP d disposal of trsildutig n�atetials, chersiaal
preparation, an d wastes =der a roo' or plastic sheeting.
e Store stockpiled materials an and other hazardous materials stored in
chemicals, solveizts,
• Stow containers of paint, � •
containers under cover during went oatact vritla runoff
genie srotuid storage cnpre with plastic sheeting. a tail, or other cover dut>r rte'
Cover open DumPsters
s or storm drain inlets, for auto azi
F periods. of t� site, away from stream
De�.gnate specific arias vehiciG aitd equipmeil :t"'e'
egtent parking and for rout= •� iacnt to avoid leaks.
vehicles nerd heaVS' p uipment washing off -sire, or in
,o'utinely maintain all and vehicle an3 eq
Perform rrLijor nuintenaace' reps
ins or mop cloths.
designaed and controlled area6 on -site other fluids with drip p sal.
CoUect used motor oil, radiator coolant of oth proper d'ispo do not use
� cnt fluids carzfizlly pr'sor to rrrcycling or prop � . di2�lY-'
Store and Wool dry materials
Sweep UP Spilled (c''t' m°' fertihzars, irnme
•
water to wash them away•
t'
Received: 5/25/00 8:50AM; 415 982 2043 ->- EDAW,INC , Page 8
MAY 25 '00 09:05 FR LAND 415 982 2043 TO 19164145850 P.06/10
Mr. J o h n H. Rennels, J r . - 7 - File No.: 2000042058
e Clean up liquid spills on paved or impermeable surfaces using "dry" cleanup methods (e.g.,
absorbeat materials, cat litter, rags) and dispose of cleanup materials properly.
• Clmn up spills on dirt areas by digging up and properly disposing of the soil.
e Keep paint removal wastes, fresh concrete, cement mortars, cleared- vegetatioa, aad
demolition wastes out of gutters, - streams, and storm drains by using proper containment and
disposal. "
Post- Construction
The project should minimize impacts from pollutants that may be generated by file project
following construction, when the project is complete and occupied or in operation. These
pollutants may include: sediment, bacteria, metals, solvents, oil, grease, and pesticides, all of
which are typically generated ding the life of a residential, commercial, or industrial project
after construction has ceased. This should be done by developiri; and implementing a plan and
set of control measures. The plan or control rnewures should be included in the SWPPP.
The plan should specify all control measures that will be used or which are anticipated to be
used, including, but not limited to, the source controls and treatment controls listed in the
Recommendations, Appropriate control measures are discussed in the Recommendations, in;
e Table 2: Summary of residential post-construction Bl" selectioq
+ Table 3 - - Summary of industrial post - construction BMP selection
e Table 4: Summary of commercial post - construction BNe selection
Additional sources of inforrnatior- that should ba consultod for BMP selection include the
California Stone Water Best 16&ragement Practice Handbooks; the Bay Aroa Preamble to the
California Storm Water Best Management Practice Randbooks and New Development
Recommendations; the BASMAA New Development Subconunittce meetings, minutes, and
distributed information; and Regional Board staff. Regional Board staff also have fact sheets and
other information available for a variety of structural stormwater treatment controls, such as
grassy swales, porous pavement and extended detention ponds,
i�
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TRAFFIC DATA
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DUBLIN LEVEL OF SERVICE METHODOLOGY
F .
F
E
w
DESCRIPTION OF INTERSECTION CAPACITY ANALYSIS
CCTA SIGNALIZED METHODOLOGY
Background
The CCTA intersection capacity analysis methodology is described in detail in the Technical
Procedures Manual of the CCTA, January, 1991. It is identical to the Circular 212 Planning
methodology except that the lane capacity has been increased from 1500 vph to between 1650 to
1800 vph based on saturation flow measurements taken at four intersections in Contra Costa
County. (See following Table 9 from the Technical Procedures Manual.)
On average, saturation flow rates for left-turn lanes were over ten percent lower than for through
lanes. However, insufficient data was collected to provide statistical accuracy for the averages.
Thus, saturation flow rates for through lanes are equal to those for turn lanes.
This methodology determines the critical movement for each phase of traffic. It then sums the
critical volume-to-capacity ratio by phase to determine the intersection volume-to-capacity ratio.
Circular 212, on the other hand, sums the critical movement volumes themselves and compares
them to the total capacity of the intersection I to determine, in effect, the volume-to-capacity ratio
of I the I - intersection as a whole.
Level of Service
The volume -to- capacity ratio is related to level of service (LOS). The following level of service
for Signalized Intersections depicts the relationship between the volume-to-capacity ratio and level
of service. An intersection operating at capacity would operate at LOS E. Level of Service F is
not possible for existing conditions, but can be forecasted for future conditions when volume
projections exceed existing capacities.
r
Input Data
i
The intersection capacity work sheets use a code to identify different lane configurations. This
nomenclature is described on the following Description of Lane Configurations. Right turn on
red adjustments are accounted for as well as unequal distribution of turn volumes in double tam
lanes. For more information, see Circular 212 and the CCTA Technical Procedures Manual.
LEVEL OF SERVICE RANGES
LOS
VOLUME TO
CAPACITY RATIO
MAXIMUM SUM OF CRITICAL VOLUMES
2-Phase
3-Phase
4+-Phase
A
< 0.60
1,080
1,030
990
B
0.61-0.70
1,260
1,200
1,160
C
0.71-0.80
1,440
1,380
1,320
D
0.81-0.90
1,620
1,550
1,490
E
0.91-1.00
1,800
1,720
1,650
F
----- - - - - -- -Not Applicable------ - - - - --
Source: Contra Costa County Growth Management Program, Technical Procedures, Table 9.
ectavc.app
qq4
DESCRIPTION OF LANE CONFIGURATION FORMAT
The number of lanes and the use of the lanes is denoted with a special nomenclature described below:
Lane Nomenclature
MY Where X Denotes the total number of lanes available for a particular movement.
Y Denotes how the lanes are used.
When Y is ...
... The following applies:
p
.— 1.0 T
A lane used exclusively for a particular movement (i.e. exclusive left -turn lane).
1.0 L
'
A lane which is shared, that is, either of two different movements can be made
1 :=- 2-1 T
from a particular lane (i.e. a lane which is shared by through and right-turn
2.0 L
I,
traffic).
i
.
2 zi T
Denotes two or more through lanes in which two lanes are shared, one with
1.1 L
I'
left -turn traffic, the other with right -turn traffic.
3
Denotes an expressway through movement.
I�
4 ��-- -- 1-4 R
Denotes a right -tam movement from a wide outside lane where right -turn
2-1 I 1.0 L
t
vehicles can bypass through traffic sharing the lane to make a right -turn on red.
I�
5
_ ti r
Denotes a right -turn movement from an exclusive right -turn lane with a
I.0 L
right -turn arrow and prohibition on the conflicting U -turn movement.
i
6
1.6 R
Denotes a right -turn movement from a shared lane with a right -turn arrow and
I'
_ 3.1 T
1.0 L
prohibition on the conflicitng U -turn movement.
Denotes a turning movement which has a separate lane to turn into, as shown
7;8,9
below.
I ?'f .
1.7 R
Turn lane which is shared with a through lane or left -turn lane and under signal
7 ': _ 21 T
control, and which has its own lane to turn into. There must be at least two
t 2.0 L
through lanes.
I fit ,t
18 R
Exclusive turn lane which is under signal control, and which has its own lane
8 s- 20 T
} 2.0 L
I I 't
t0 turn 1r1t0.
19 R
Exclusive turn lane not under signal control and which has an exclusive lane to
turn into, often referred to as a "free' turn. Since the volumes in this lane do not
9 PL 20 T
conflict with other intersection movements, the V/C ratio of the free right -turn
1.0 L
I ft
movement is not included in the sum of critical V/C ratios.
7
7—
0
M
e
DESCRIPTION OF INTERSECTION CAPACITY ANALYSIS
w
UNSIGNALIZED 1994 METHOD
Background
The method of unsignalized intersection capacity analysis used in this study is from Chapter 10,
"Unsignalized Intersections" of the Highway Capacity Manual, Special Report 'No. 209,
Transportation Research Board, updated October 1994.
t^ This method applies to two-way STOP sign or YIELD sign controlled intersections (or one -way.
R STOP sign or YIELD sign controlled intersections at three -way intersections). At such
intersections, drivers on the minor street are forced to use judgment when selecting gaps in the
major flow through which to execute crossing or turning maneuvers. Thus, the capacity of the
b controlled legs of an intersection is based on three factors:
1. The distribution of gaps in the major street traffic stream.
2. Driver judgment in selecting gaps through which to execute their desired
maneuvers.
3. Follow -up time required to move into the front -of -queue position
It is assumed that gaps in the traffic stream are randomly distributed. For this reason, the
methodology will be less reliable in situations in which the conflicting flows are strongly
platooned, as would be the case at many urban intersections where the major street is part of a
signalized network.
This method assumes ' that major street traffic is not affected by minor street flows. This
assumption is generally good for periods when the operation is smooth and uncongested. (When
congestion occurs, it is likely that major street traffic will experience some impedance due to
minor street traffic.) Left turns from the major street are assumed to be affected by the opposing
major street flow, and minor street traffic is affected by all conflicting movements.
i Input Data
The general procedure to calculate the level of service is as follows:
1. Define existing geometric and volume conditions for the intersection under
study.
2. Determine the conflicting traffic through which each minor street movement
and the major street left -turn must cross.
3. Determine the size of the gap in the conflicting traffic stream needed by
vehicles in each movement crossing the conflicting traffic stream.
4. Determine the capacity of the gaps in the major traffic stream to
-d accommodate each of the subject movements that will utilize these gaps.
5. Adjust the capacities found to account for impedance and the use of shared
lanes.
4
`4i Co
W
6. Estimate the average total delay for each of the subject movements and
determine the level of service for each movement and for the intersection.
Gaps are utilized by vehicles in the following priority order.
L Right turns from the minor street
2. Left turns from the major street
3. Through movements from the minor street
4. Left turns from the minor street
For example, if a left - turning vehicle on the major street and a through vehicle from the minor
street are waiting to cross the major traffic stream, the first available gap of acceptable size would
be taken by the left - turning vehicle. The minor street through vehicle must wait for the second
available gap. In aggregate terms, a large number of such left - turning vehicles could use up so
many of the available gaps that minor street through vehicles are severely impeded or unable to
make safe crossing movements.
Level of Service
See the following table "Level of Service Criteria for Unsignalized intersections" for the
relationship between delay and level of service.
LEVEL OF SERVICE CRITERIA
FOR UNSIGNALIZED INTERSECTIONS
f( AVERAGE DELAY I LEVEL OF SERVICE I DELAYS II
<_ 5 s/veh
A
Little or no delay
> 5 and < 10 s/veh
B
Short traffic delays
> 10 and 5 20 s/veh
C
Average traffic delays
> 20 and <_ 30 s/veh
D
Long traffic delays
> 30 and :5- 45 s/veh
E
Very long traffic delays
2*- 45 s/veh
F
Extreme traffic delays
The level of service criteria for Two -Way STOP controlled intersections is somewhat different
from the criteria used in Chapter 9 for signalized intersections. The primary reason for this is the
difference is that drivers expect a signalized intersection to carry higher traffic volumes than
unsignalized intersections. Additionally, several driver behavior considerations combine to make
delays at signalized intersections less onerous than at unsignalized intersections.
Reference:
Highway Capacity Manual, Special Report 209, Transportation Research Board, Update
October 1994
El
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